Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "year fuel economy" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

1 1 MODEL YEAR 2000 FUELECONOMY LEADERS IN POPULAR VEHICLE CLASSES Listed below are the vehicles with the highest fueleconomy for the most popular classes, including both automatic and manual transmissions and gasoline and diesel vehicles. Please be aware that many of these vehicles come in a range of engine sizes and trim lines, resulting in different fueleconomy values. Check the fueleconomy guide or the fueleconomy sticker on new vehicles to find the values for a particular version of a vehicle. CONTENTS MODEL YEAR 2000 FUELECONOMY LEADERS ................. 1 HOW TO USE THIS GUIDE ..................................................... 2 FUELECONOMY AND YOUR ANNUAL FUEL COSTS .......... 3 WHY FUELECONOMY IS IMPORTANT .................................

Current Window Sticker Current Window Sticker The U.S. Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA) recently redesigned and enhanced the window sticker that appears on new vehicles. The new FuelEconomy and Environment Label will be mandatory on all new vehicles beginning with the 2013 model year. For the 2012 model year, manufacturers can use the new window sticker or the older window sticker shown below. Roll over the highlighted elements on the label below to learn more about EPA's current fueleconomy label. EPA's Current FuelEconomy Label EPA's New FuelEconomy Label Estimated Annual Fuel Cost: $2,039 based on 15,000 mile at $2.80 per gallon Your fuel cost may differ depending on annual miles and fuel prices. Combined FuelEconomy for this Vehicle: 21 MPG, Range for all SUVs: 10-31

Print the FuelEconomy Guide Print the FuelEconomy Guide 2014 FuelEconomy Guide 2014 FuelEconomy Guide Adobe Acrobat Icon MPG data updated December 19, 2013 The annual fuel cost estimates in the 2008-2014 electronic fueleconomy guides are updated weekly to match EIA's current national average prices for gasoline and diesel fuel. Order a printed copy: Order Note that the published guides may not be as up-to-date at the downloadable version. View vehicles from 1984 to the present: Go to Find-a-Car Unlike the annual guides which cover only one model year, Find-a-Car provides the most up-to-date fueleconomy information for vehicles from model year 1984 to the present, along with environmental and safety data. Find a Car Developer Tools 2013 FuelEconomy Guide 2013 FuelEconomy Guide Adobe Acrobat Icon

Why Is FuelEconomy Important? Why Is FuelEconomy Important? Saves You Money Save as much as $1,700 in fuel costs each year by choosing the most efficient vehicle that meets your needs. See how much you can save! Photo of gasoline receipt on top of money Reduces Climate Change Carbon dioxide (CO2) from burning gasoline and diesel contributes to global climate change. You can do your part to reduce climate change by reducing your carbon footprint! Photo of Earth from space Reduces Oil Dependence Costs Our dependence on oil makes us vulnerable to oil market manipulation and price shocks. Find out how oil dependence hurts our economy! Chart showing annual cost of oil imports increasing from $21 billion per year in 1975 to approximately $330 billion in 2011 Increases Energy Sustainability

10 Annual FuelEconomy Guide Now Available 10 Annual FuelEconomy Guide Now Available 2010 Annual FuelEconomy Guide Now Available October 15, 2009 - 12:00am Addthis WASHINGTON, DC - The U.S. Environmental Protection Agency and the Department of Energy today unveiled the 2010 FuelEconomy Guide, which gives consumers important information about estimated fuel costs and mileage standards for model year 2010 vehicles. "Every year, consumers use the FuelEconomy Guide to find clean, efficient, cost-effective vehicles that meets their needs and their budgets," said EPA Administrator Lisa P. Jackson. "It's an easy, accessible resource for everyone, and helps us cut harmful pollution from the air, and save money for American drivers." "Fueleconomy is about both saving energy and saving money," said Energy

2010 Annual FuelEconomy Guide Now Available 2010 Annual FuelEconomy Guide Now Available 2010 Annual FuelEconomy Guide Now Available October 15, 2009 - 12:00am Addthis WASHINGTON, DC - The U.S. Environmental Protection Agency and the Department of Energy today unveiled the 2010 FuelEconomy Guide, which gives consumers important information about estimated fuel costs and mileage standards for model year 2010 vehicles. "Every year, consumers use the FuelEconomy Guide to find clean, efficient, cost-effective vehicles that meets their needs and their budgets," said EPA Administrator Lisa P. Jackson. "It's an easy, accessible resource for everyone, and helps us cut harmful pollution from the air, and save money for American drivers." "Fueleconomy is about both saving energy and saving money," said Energy

FuelFuelEconomyFuelEconomy Learn how a revolutionary new tire technology could mean never having to worry about under-inflated tires on your vehicle. Learn how a revolutionary new tire technology could mean never having to worry about under-inflated tires on your vehicle. The Energy Department is investing in groundbreaking research that will make cars weigh less, drive further and consume less fuel. Featured New Investment in Energy-Efficient Manufacturing The Energy Department is supporting new research and development projects that focus on reducing energy use and costs for U.S. manufacturers. One project is expected to dramatically reduce the cost and lower the energy needed to produce aircrafts. | Photo courtesy of ARM Climate Research Facility.

FuelEconomy.gov? FuelEconomy.gov? FuelEconomy.gov is an Internet resource that helps consumers make informed fueleconomy choices when purchasing a vehicle and achieve the best fueleconomy possible from the cars they own. FuelEconomy.gov is maintained by the U.S. Department of Energy's (DOE's) Office of Energy Efficiency and Renewable Energy with data provided by the U.S. Environmental Protection Agency (EPA). The site helps fulfill DOE and EPA's responsibility under the Energy Policy Act of 1992 to provide accurate miles per gallon (MPG) information to consumers. What has FuelEconomy.gov accomplished? In 2011 alone, FuelEconomy.gov is estimated to have helped to

FuelEconomy in the News FuelEconomy in the News Disclaimer: The opinions expressed in the following articles belong to the original authors and do not necessarily reflect the opinions or policies of the U.S. Department of Energy or the Environmental Protection Agency. May 31, 2013 Drive On: Ford rocks hybrid sales - USA Today 2014 Chevrolet Cruze Diesel: Could this be the anti-TDI? - Car and Driver Tips for Buying and Servicing a Used Hybrid Car - The New York Times May 30, 2013 Mercedes' GLK250 joins fuel efficiency with luxury - The Detroit News Honda Fit EV lease drops to $259 with no down payment, unlimited miles - Autoblog Tesla tripling supercharger network for LA to NY trip - CNN May 29, 2013 Musk sticking to plan for 'affordable' Tesla model - Autoblog 2015 Toyota Prius Spy Shots: Next-Gen Hybrid Breaks Cover - Green

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "year fuel economy" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

75, the fueleconomy of passenger cars and light trucks has been 75, the fueleconomy of passenger cars and light trucks has been regulated by the corporate average fueleconomy (CAFE) standards, established during the energy crises of the 1970s. Calls to increase fueleconomy are usually met by a fierce debate on the effectiveness of the CAFE standards and their impact on highway safety. A seminal study of the link between CAFE and traffic fatalities was published by R. W. Crandall and J. D. Graham in 1989. They linked higher fueleconomy levels to decreases in vehicle weight and correlated the decline in new car weight with about a 20% increase in occupant fatalities. The time series available to them, 1947-1981, includes only the first 4 years of fueleconomy regulation, but any statistical relationship estimated over such

note that these labels are examples and do not represent real automobiles. The sample labels are intended to note that these labels are examples and do not represent real automobiles. The sample labels are intended to illustrate the elements on the label that would be associated with each vehicle technology/fuel type. They are not meant to represent the actual values that any particular vehicle type could achieve. 1 A New FuelEconomy Label for a New Generation of Cars Gasoline Label Please note that these labels are examples and do not represent real automobiles. The sample labels are intended to illustrate the elements on the label that would be associated with each vehicle technology/fuel type. They are not meant to represent the actual values that any particular vehicle type could achieve. 2 Flexible Fuel Vehicle: Gasoline-Ethanol (E85) Without Driving Range

4. FuelEconomy, Consumption, and Expenditures 4. FuelEconomy, Consumption, and Expenditures Chapter 4. FuelEconomy, Consumption, and Expenditures This chapter analyzes trends in fueleconomy, fuel consumption, and fuel expenditures, using data unique to the Residential Transportation Energy Consumption Survey, as well as selected data from other sources. Analysis topics include the following: Following the oil supply and price disruptions caused by the Arab oil embargo of 1973-1974, motor gasoline price increases, the introduction of corporate average fueleconomy standards, and environmental quality initiatives helped to spur major changes in vehicle technology. But have the many advances in vehicle technology resulted in measurable gains in the fueleconomy of the residential vehicle fleet?

09 FuelEconomy Guide and FuelEconomy.gov 09 FuelEconomy Guide and FuelEconomy.gov 2009 FuelEconomy Guide and FuelEconomy.gov October 24, 2008 - 4:00am Addthis Shannon Brescher Shea Communications Manager, Clean Cities Program With energy costs looming as winter approaches, saving money is on everyone's minds these days. Fortunately, improving your vehicle's fueleconomy is both economically and environmentally smart. In the winter, one of the easiest ways to decrease gasoline consumption is to warm up your engine for no more than 30 seconds, as Elizabeth pointed out last week. Driving conservatively and buying a fuel efficient car can make even more of an impact. The 2009 FuelEconomy Guide, released on October 15, can help you choose the most fuel efficient car for your needs, both new and used. Whether

The average fuel efficiency of new automobiles sold in the ... trend stagnated in 1981, however, and average fuel efficiency has actually fallen since 1987. Corporate Average FuelEconomy (CAFE) standards—the maj...

Abstract Several recent papers have documented an effect of fuel prices on new vehicle fueleconomy in the United States. This paper estimates the effect of fuel prices on average new vehicle fueleconomy for the eight largest European markets. The analysis spans the years 2002–2007 and uses detailed vehicle registration and specification data to control for policies, consumer preferences, and other potentially confounding factors. We find fuel prices to have a statistically significant effect on average new vehicle fueleconomy in Europe. The effect estimated for Europe is much smaller than comparable estimates for the United States.

FuelEconomy Valentines FuelEconomy Valentines FuelEconomy Valentines February 14, 2012 - 10:05am Addthis Amanda McAlpin What's more romantic this Valentine's Day than taking a drive with your sweetheart? In fact, for most people this holiday, the plans will include some kind of travel, to a restaurant, show, or weekend getaway. Anytime spent on the road can be a great time to track your vehicle's fueleconomy, and fueleconomy.gov has a tool to help you do just that! Once you enter the Your MPG tool and select the make and model of your vehicle, you'll choose a way to keep track of your fill-ups at the pump, recording your odometer and/or the amount of fuel you put in your vehicle. The tool then calculates your gallons per mile and saves this information in your account; you can log back in anytime to update and monitor your

FuelEconomy Valentines FuelEconomy Valentines FuelEconomy Valentines February 14, 2012 - 10:05am Addthis Amanda McAlpin What's more romantic this Valentine's Day than taking a drive with your sweetheart? In fact, for most people this holiday, the plans will include some kind of travel, to a restaurant, show, or weekend getaway. Anytime spent on the road can be a great time to track your vehicle's fueleconomy, and fueleconomy.gov has a tool to help you do just that! Once you enter the Your MPG tool and select the make and model of your vehicle, you'll choose a way to keep track of your fill-ups at the pump, recording your odometer and/or the amount of fuel you put in your vehicle. The tool then calculates your gallons per mile and saves this information in your account; you can log back in anytime to update and monitor your

Vehicle FuelEconomy Standards Will Continue to Inspire Vehicle FuelEconomy Standards Will Continue to Inspire Innovation New Vehicle FuelEconomy Standards Will Continue to Inspire Innovation July 29, 2011 - 1:48pm Addthis President Barack Obama delivers remarks on fuel efficiency standards for 2017-2025 model year cars and light-duty trucks during an event at the Washington Convention Center in Washington, D.C., July 29, 2011. Seated behind the President are at left are auto industry executives and Transportation Secretary Ray LaHood. (Official White House Photo by Samantha Appleton) President Barack Obama delivers remarks on fuel efficiency standards for 2017-2025 model year cars and light-duty trucks during an event at the Washington Convention Center in Washington, D.C., July 29, 2011. Seated behind the President are at left are auto industry executives and

Gasoline Vehicles Gasoline Vehicles Gasoline Vehicles FuelEconomy In addition to the MPG estimates displayed on previous labels, combined city/highway fuel use is also given in terms of gallons per 100 miles. New! FuelEconomy & Greenhouse Gas Rating Use this scale to compare vehicles based on tailpipe greenhouse gas emissions, which contribute to climate change. New! Smog Rating You can now compare vehicles based on tailpipe emissions of smog-forming air pollutants. New! Five-YearFuel Savings This compares the five-yearfuel cost of the vehicle to that of an average gasoline vehicle. The assumptions used to calculate these costs are listed at the bottom of the label. Annual Fuel Cost This cost is based on the combined city/highway MPG estimate and assumptions about driving and fuel prices listed at the bottom of the

EPA Release 2012 Annual FuelEconomy Guide EPA Release 2012 Annual FuelEconomy Guide DOE and EPA Release 2012 Annual FuelEconomy Guide November 16, 2011 - 2:37pm Addthis WASHINGTON, D.C. - The Department of Energy (DOE) and the U.S. Environmental Protection Agency (EPA) are releasing the 2012 FuelEconomy Guide, providing consumers with information that can help them choose a more efficient new vehicle that saves them money and reduces greenhouse gas emissions. While fuel efficient vehicles come in a variety of fuel types, classes, and sizes, many new advanced technology vehicles debut on this year's annual list of top fueleconomy performers. Fueleconomy leaders within each vehicle category - from two-seaters to large SUVs - include widely available products such as conventional gasoline models and clean

Navigational links Navigational links Site Map | Videos | Links | More Info | Search | Contacts | HOME www.fueleconomy.gov Photograph of Cars Find and Compare Cars | Gas Mileage Tips | Gasoline Prices | Your MPG Will Vary | Why is FuelEconomy Important? | Your MPG | Hybrids, Diesels, Alt Fuels, Etc. | Tax Incentives | Extreme MPG U.S. Department of Energy | Print the FuelEconomy Guide | U.S. Environmental Protection Agency Gas Mileage Tips Driving more efficiently Keeping your car in shape Planning and combining trips Choosing a more efficient vehicle More Info MotorWeek: Text Version Video: MotorWeek test showing impact of driving style on MPG. FuelEconomy Focus John Davis The window sticker on a new car contains lots of information besides just the price. For instance, down at the bottom are the all important government fueleconomy estimates. But just like the price on the sticker may have little in common with what you actually pay for the car, the mileage estimates may also be far different from real world results. So, why does gas mileage vary so much? Well, the answers are as varied as your mileage.

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "year fuel economy" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

This article reviews some of the recent developments in the materials, design, and concepts for bipolar/end plates in the polymer electrolyte membrane fuel cell stack. Experimental results for the use of iron- an...

New Window Sticker Beyond Tailpipe Emissions About the Label Gasoline Vehicles Plug-in Hybrid Vehicles Electric Vehicles QR Codes | Share Learn About the New Label Greenhouse gas emissions from vehicles are an important contributor to climate change. Visit EPA's climate change page for more details. View a video about the new labels. Click on a tab to view the new labels for various vehicle/fuel types. Move the cursor over parts of the label to learn more. Gasoline Vehicle Plug-In Hybrid Electric Vehicle (PHEV) Electric Vehicle Shows the type of fuel or fuels the vehicle can use. You will most commonly see "Gasoline Vehicle," "Flexible Fuel Vehicle: Gasoline-Ethanol," or "Diesel Vehicle." Learn more Find the MPG fueleconomy estimates here. The Combined City/Highway

DOE and EPA Release 2011 Annual FuelEconomy Guide DOE and EPA Release 2011 Annual FuelEconomy Guide DOE and EPA Release 2011 Annual FuelEconomy Guide November 3, 2010 - 12:00am Addthis WASHINGTON - The U.S. Environmental Protection Agency (EPA) and the Department of Energy (DOE) today released the 2011 FuelEconomy Guide, providing consumers with information about estimated mileage and fuel costs for model year 2011 vehicles. Choosing the most fuel efficient vehicle in a class will save consumers money and reduce carbon pollution. "Increasing fuel efficiency is important for our environment, our economy and our health - and it helps families save money at the pump," EPA Administrator Lisa P. Jackson said. "This guide will help consumers make the right choice for the environment and for their wallets when buying a

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "year fuel economy" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

1 Annual FuelEconomy Guide 1 Annual FuelEconomy Guide DOE and EPA Release 2011 Annual FuelEconomy Guide November 3, 2010 - 12:00am Addthis WASHINGTON - The U.S. Environmental Protection Agency (EPA) and the Department of Energy (DOE) today released the 2011 FuelEconomy Guide, providing consumers with information about estimated mileage and fuel costs for model year 2011 vehicles. Choosing the most fuel efficient vehicle in a class will save consumers money and reduce carbon pollution. "Increasing fuel efficiency is important for our environment, our economy and our health - and it helps families save money at the pump," EPA Administrator Lisa P. Jackson said. "This guide will help consumers make the right choice for the environment and for their wallets when buying a

FuelEconomy Fact and Fiction FuelEconomy Fact and Fiction FuelEconomy Fact and Fiction April 4, 2011 - 1:01pm Addthis Shannon Brescher Shea Communications Manager, Clean Cities Program With gas prices soaring higher than ever, there's a lot of information-true and false-floating around about fueleconomy. From well-intentioned friends to salespeople trying to make a buck, everyone has an opinion on how you can use less gas. Thankfully, the Department of Energy has solid facts based on data that will help you sort out the reality from the myth. Check out FuelEconomy.gov for even more tips. Just the facts... The best device for improving your fueleconomy is a tire gauge. There are all sorts of products out there that claim they can help improve your fueleconomy, from inserts for your exhaust pipe to magnets clamped on

FuelEconomy on the Fly FuelEconomy on the Fly FuelEconomy on the Fly January 19, 2011 - 5:06pm Addthis Andy Oare Andy Oare Former New Media Strategist, Office of Public Affairs What does this mean for me? FuelEconomy information at your fingertips Cross Post from the Energy Savers Blog. Written by Shannon Brescher Shea. With the North American International Auto Show in Detroit kicking off the auto-show circuit last week, manufacturers are unveiling their future models. If you're inspired and in the market for a new car, FuelEconomy.gov can help you pick the most fuel-efficient vehicle for your needs. Although most people don't bring their computer with them to the dealership, you're in luck if you have a smartphone or other mobile internet device. FuelEconomy.gov has a mobile version of its popular Find and Compare Cars

FuelEconomy on the Fly FuelEconomy on the Fly FuelEconomy on the Fly January 18, 2011 - 1:45pm Addthis Shannon Brescher Shea Communications Manager, Clean Cities Program With the North American International Auto Show in Detroit kicking off the auto-show circuit last week, manufacturers are unveiling their future models. If you're inspired and in the market for a new car, FuelEconomy.gov can help you pick the most fuel-efficient vehicle for your needs. Although most people don't bring their computer with them to the dealership, you're in luck if you have a smartphone or other mobile internet device. FuelEconomy.gov has a mobile version of its popular Find and Compare Cars tool that allows you to search anytime, anywhere. The mobile tool works just like the one on the FuelEconomy.gov website. You

Increases in the U.S. Corporate Average FuelEconomy (CAFE) Standards for 2017 to 2025 model year light-duty vehicles are currently under consideration. This analysis uses an economy-wide model with detail in the passenger ...

US fueleconomy standards have not been changed significantly in 20 years. Feebates are a market-based alternative in which vehicles with fuel consumption rates above a “pivot point” are charged fees while vehicles below receive rebates. By choice of pivot points, feebate systems can be made revenue neutral. Feebates have been analyzed before. This study re-examines feebates using recent data, assesses how the undervaluing of fueleconomy by consumers might affect their efficacy, tests sensitivity to the cost of fueleconomy technology and price elasticities of vehicle demand, and adds assessments of gas-guzzler taxes or rebates alone. A feebate rate of $500 per 0.01 gallon per mile (GPM) produces a 16 percent increase in fueleconomy, while a $1000 per 0.01 GPM results in a 29 percent increase, even if consumers count only the first 3 years of fuel savings. Unit sales decline by about 0.5 percent but sales revenues increase because the added value of fueleconomy technologies outweighs the decrease in sales. In all cases, the vast majority of fueleconomy increase is due to adoption of fueleconomy technologies rather than shifts in sales.

EPA Release Annual FuelEconomy Guide with 2013 Models EPA Release Annual FuelEconomy Guide with 2013 Models DOE and EPA Release Annual FuelEconomy Guide with 2013 Models December 6, 2012 - 5:00pm Addthis News Media Contact (202) 586-4940 WASHINGTON -- The U.S. Environmental Protection Agency (EPA) and the Department of Energy (DOE) are releasing the 2013 FuelEconomy Guide, giving consumers clear and easy-to-read information to help them choose the most fuel efficient and low greenhouse gas emitting vehicles that meet their needs. The 2013 models include efficient and low-emission vehicles in a variety of classes and sizes, but notable this year is the growing availability of hybrids and the increasing number of electric vehicles. "This Administration has been working to foster a new generation of clean, fuel-efficient American vehicles, and part of that effort is

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "year fuel economy" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

After decades of futile attempts to increase U.S. fueleconomy standards for passenger cars, which have remained unchanged since enactment of the Corporate Average FuelEconomy (CAFE) Standards in Title V of the 1975 Energy Policy Conservation Act, it seems increasingly likely that new and tougher standards will be enacted in the near future - especially after the Senate's 21 June passage of energy efficiency bill H.R. 6. As this magazine went to press, the bill, which calls for a 40 percent increase in vehicle fueleconomy by 2020 among other efficiency and alternative energy goals, was headed to the House of Representatives for more debate. Congress has seen proposals like this since the 1980s, but this is the first time that one of them has passed in the Senate. The Bush administration has also weighed in with a proposal to increase new vehicle fueleconomy by 4 percent per year from 2011 to 2017, and the administrator of the National Highway Traffic Safety Administration (NHTSA) has asked Congress to grant the Secretary of Transportation the authority to restructure and increase CAFE standards for cars, a power denied by the original CAFE legislation. A confluence of events has led to this change of political climate, including: the failure of world oil production and refining capacity to keep pace with rapidly growing demand, especially from China and other emerging economies, which has led to the highest oil prices since the 1980s and growing fears that world production of conventional oil may be close to its peak and rapid decline; the escalating influence of oil resources on geopolitics as China seeks to guarantee its future access to supplies, enhanced revenues from the higher prices, which prop up authoritarian regimes in Iran, Venezuela, Russia, and elsewhere and allow them increasing freedom of action; the enhancement of the role of climate change in political decision making by new reports from the Intergovernmental Panel on Climate Change (IPCC), with much strengthened language about the probability and severity of climate change and man's influence on it, and a recent Supreme Court decision rejecting the Environmental Protection Agency's assertion that it has no authority to regulate greenhouse gas emissions. New fueleconomy standards will represent an ambitious and expensive undertaking on the part of the automobile industry and the nation, and proposals for new standards deserve careful congressional and public scrutiny.

Plug-in Hybrid Electric Vehicles Plug-in Hybrid Electric Vehicles Learn More About the New Label Plug-in Hybrid FuelEconomy Label Vehicle Technology & Fuel Comparing FuelEconomy to Other Vehicles You Save/Spend More over 5 Years Compared to Average Vehicle Estimated Annual Fuel Cost FuelEconomy and Greenhouse Gas Rating CO2 Emissions Information Smog Rating QR Code fueleconomy.gov Driving Range Charge Time 1. Vehicle Technology & Fuel The upper right corner of the label will display text and a related icon to identify it as a vehicle that can be powered by both gasoline and electricity. You will see different text and icons on the labels for other vehicles: Gasoline Vehicle Diesel Vehicle Compressed Natural Gas Vehicle Hydrogen Fuel Cell Vehicle Flexible-Fuel Vehicle: Gasoline-Ethanol (E85)

DOE and EPA Release Annual FuelEconomy Guide with 2013 Models DOE and EPA Release Annual FuelEconomy Guide with 2013 Models DOE and EPA Release Annual FuelEconomy Guide with 2013 Models December 6, 2012 - 5:00pm Addthis News Media Contact (202) 586-4940 WASHINGTON -- The U.S. Environmental Protection Agency (EPA) and the Department of Energy (DOE) are releasing the 2013 FuelEconomy Guide, giving consumers clear and easy-to-read information to help them choose the most fuel efficient and low greenhouse gas emitting vehicles that meet their needs. The 2013 models include efficient and low-emission vehicles in a variety of classes and sizes, but notable this year is the growing availability of hybrids and the increasing number of electric vehicles. "This Administration has been working to foster a new generation of

Energy Department and Environmental Protection Agency Release Fuel Energy Department and Environmental Protection Agency Release FuelEconomy Tool for Used Vehicles Energy Department and Environmental Protection Agency Release FuelEconomy Tool for Used Vehicles September 12, 2013 - 9:00am Addthis News Media Contact DOE: (202) 586-4940 EPA: (202) 564-4355 WASHINGTON - As part of the Obama Administration's ongoing efforts to increase fuel efficiency, reduce carbon pollution and address climate change, the U.S. Energy Department and the Environmental Protection Agency (EPA) today released a new label that features EPA fueleconomy estimates and CO2 estimates for used vehicles sold in the United States since 1984. Consumers may create the new label electronically as part of a new tool on FuelEconomy.gov. This electronic graphic can be downloaded and included in

Fueleconomy data contained in the 1996 California Air Resources Board (CAROB) report with respect to the introduction of California Reformulated Gasoline (CaRFG) has been examined and reanalyzed by two additional statistical methodologies. Additional data has also been analyzed by these two statistical approaches. Within the assumptions of the analysis, point estimates for the reduction in fueleconomy using CaRFG as compared to conventional, non-reformulated gasoline were 2-4 %, with a 95% upper confidence bound of 6 %. Substantial variations in fueleconomy are routine and inevitable due to additional factors which affect mileage, even if there is no change in fuel reformulation. This additional analysis confirms the conclusion reached by CAROB with respect to the impact of CaRFG on fueleconomy.

Fueleconomy data contained in the 1996 California Air Resources Board (CARB) report with respect to the introduction of California Reformulated Gasoline (CaRFG) has been examined and reanalyzed by two additional statistical methodologies. Additional data has also been analyzed by these two statistical approaches. Within the assumptions of the analysis, point estimates for the reduction in fueleconomy using CaRFG as compared to conventional, non-reformulated gasoline were 2-4%, with a 95% upper confidence bound of 6%. Substantial variations in fueleconomy are routine and inevitable due to additional factors which affect mileage, even if there is no change in fuel reformulation. This additional analysis confirms the conclusion reached by CARB with respect to the impact of CaRFG on fueleconomy.

In March 2006, the National Highway Traffic Safety Administration (NHTSA) finalized Corporate Average FuelEconomy (CAFE) standards requiring higher fueleconomy performance for light-duty trucks in model year (MY) 2008 through 2011. Unlike the proposed CAFE standards discussed in Annual Energy Outlook 2006, which would have established minimum fueleconomy requirements by six footprint size classes, the final reformed CAFE standards specify a continuous mathematical function that determines minimum fueleconomy requirements by vehicle footprint, defined as the wheelbase (the distance from the front axle to the center of the rear axle) times the average track width (the distance between the center lines of the tires) of the vehicle in square feet.

Biomass is the most abundant biological material on the planet. It is renewable; it grows almost everywhere; and it provides fuel, power, chemicals, and many other products. Find out how biomass is helping grow America's clean energy economy.

Since 1975, the fueleconomy of passenger cars and light trucks has been regulated by the corporate average fueleconomy (CAFE) standards, established during the energy crises of the 1970s. Calls to increase fueleconomy are usually met by a fierce debate on the effectiveness of the CAFE standards

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "year fuel economy" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

In an EERE-supported study with the Federal Transit Administration, the National Renewable Energy Laboratory has found the fueleconomy of fuel cell powered buses to be up to 2.4 times higher than conventional buses.

New Report Looks at FuelEconomy for Medium- and Heavy-Duty Vehicles New Report Looks at FuelEconomy for Medium- and Heavy-Duty Vehicles heavy duty trucks Argonne researcher Aymeric Rousseau was part of a National Academy of Science (NAS) committee established to make recommendations on improving and regulating fuel consumption for medium- and heavy-duty vehicles. On March 31, the committee issued a report that evaluates various technologies and methods that could improve the fueleconomy of these vehicles. As a system analysis engineer at Argonne's Center for Transportation Research, Rousseau contributed his expertise on vehicle modeling and simulation to the committee, which was comprised of 19 members from industry, research organizations and academia. Rousseau, who leads the development of Argonne's PSAT and Autonomie software tools, helped the committee determine how modeling and simulation tools can be used to:

Fuel cell vehicles are the subject of extensive research and development because of their potential for high efficiency and low emissions. Because fuel cell vehicles remain expensive and the demand for hydrogen is therefore limited, very few fueling stations are being built. To try to accelerate the development of a hydrogen economy, some original equipment manufacturers (OEM) in the automotive industry have been working on a hydrogen-fueled internal combustion engine (ICE) as an intermediate step. Despite its lower cost, the hydrogen-fueled ICE offers, for a similar amount of onboard hydrogen, a lower driving range because of its lower efficiency. This paper compares the fueleconomy potential of hydrogen-fueled vehicles to their conventional gasoline counterparts. To take uncertainties into account, the current and future status of both technologies were considered. Although complete data related to port fuel injection were provided from engine testing, the map for the direct-injection engine was developed from single-cylinder data. The fuel cell system data represent the status of the current technology and the goals of FreedomCAR. For both port-injected and direct-injected hydrogen engine technologies, power split and series Hybrid Electric Vehicle (HEV) configurations were considered. For the fuel cell system, only a series HEV configuration was simulated.

This research project compares laboratory-measured fueleconomy of a medium-duty diesel powered hydraulic hybrid vehicle drivetrain to both a conventional diesel drivetrain and a conventional gasoline drivetrain in a typical commercial parcel delivery application. Vehicles in this study included a model year 2012 Freightliner P100H hybrid compared to a 2012 conventional gasoline P100 and a 2012 conventional diesel parcel delivery van of similar specifications. Drive cycle analysis of 484 days of hybrid parcel delivery van commercial operation from multiple vehicles was used to select three standard laboratory drive cycles as well as to create a custom representative cycle. These four cycles encompass and bracket the range of real world in-use data observed in Baltimore United Parcel Service operations. The NY Composite cycle, the City Suburban Heavy Vehicle Cycle cycle, and the California Air Resources Board Heavy Heavy-Duty Diesel Truck (HHDDT) cycle as well as a custom Baltimore parcel delivery cycle were tested at the National Renewable Energy Laboratory's Renewable Fuels and Lubricants Laboratory. Fuel consumption was measured and analyzed for all three vehicles. Vehicle laboratory results are compared on the basis of fueleconomy. The hydraulic hybrid parcel delivery van demonstrated 19%-52% better fueleconomy than the conventional diesel parcel delivery van and 30%-56% better fueleconomy than the conventional gasoline parcel delivery van on cycles other than the highway-oriented HHDDT cycle.

Modern vehicles have sophisticated electronic control units, particularly to control engine operation with respect to a balance between fueleconomy, emissions, and power. These control units are designed for specific driving conditions and testing. However, each individual driving style is different and rarely meets those driving conditions. In the research reported here we investigate those driving style factors that have a major impact on fueleconomy. An optimization framework is proposed with the aim of optimizing driving styles with respect to these driving factors. A set of polynomial metamodels are constructed to reflect the responses produced by changes of the driving factors. Then we compare the optimized driving styles to the original ones and evaluate the efficiency and effectiveness of the optimization formulation.

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sensitive to fuel prices than to CAFE standards, with the 2007 average fuel price implying that current CAFE09-0588 A Structural Analysis of Vehicle Design Responses to Corporate Average FuelEconomy Policy, Michalek, and Hendrickson 1 ABSTRACT The U.S. Corporate Average FuelEconomy (CAFE) regulations, which aim

The paper presents a mixed theoretical and experimental evaluation of the improvements in fueleconomy that follow the introduction of a mechanical Kinetic Energy Recovery System (KERS) on a full size passenger car. This system, made up of a high speed storage flywheel and a Constant Variable Transmission (CVT), has a full regenerative cycle overall efficiency about twice the efficiency of battery-based hybrids. With reference to the baseline configuration having a 4L gasoline engine, adoption of a KERS may reduce the fuel consumption covering the NEDC by 25% without downsizing, and by 33% downsizing the engine to 3.3L.

How Does Your FuelEconomy Compare to the Test Ratings on How Does Your FuelEconomy Compare to the Test Ratings on Fueleconomy.gov? How Does Your FuelEconomy Compare to the Test Ratings on Fueleconomy.gov? November 12, 2009 - 8:36am Addthis On Monday, you read about the resources on Fueleconomy.gov and how they can help you compare the fueleconomy of vehicles. Fueleconomy.gov also offers a tool called Your MPG, where you can track your own fueleconomy and compare it to that of other users and to the test ratings. Many factors affect your mileage, and you may see different numbers than those list on Fueleconomy.gov. Whether you are using Your MPG or just keeping track on your own: How does your fueleconomy compare to the test ratings on Fueleconomy.gov? Each Thursday, you have the chance to share your thoughts on a question

Vehicle air-conditioning can significantly impact fueleconomy and tailpipe emissions of conventional and hybrid electric vehicles and reduce electric vehicle range. In addition, a new US emissions procedure, called the Supplemental Federal Test Procedure, has provided the motivation for reducing the size of vehicle air-conditioning systems in the US. The SFTP will measure tailpipe emissions with the air-conditioning system operating. Current air-conditioning systems can reduce the fueleconomy of high fuel-economy vehicles by about 50% and reduce the fueleconomy of today's mid-sized vehicles by more than 20% while increasing NOx by nearly 80% and CO by 70%.

A vehicle`s in-use or on-the-road fueleconomy often differs substantially from the miles-per-gallon estimates developed by the US Environmental Protection Agency (EPA) as part of its emissions certification program. As a result, the certification values are routinely adjusted by a set of correction factors so that the resulting estimates will better reflect in-use experience. Our analysis investigated how well the correction factors replicated the shortfall experience of all household vehicles on the road in 1985 and of those vehicles held by different population groups. Using data from the Residential Transportation Energy Consumption Survey conducted by the Energy Information Administration of the US Department of Energy, our analysis showed that fleetwide, the shortfall is larger than the EPA correction factors, and that light trucks are experiencing larger shortfalls than automobiles. Controlling for vehicle age and size class, shortfalls did not appear to differ by population group. However, African-American households appeared to select vehicles with systematically lower fueleconomy (both EPA-test and on-the-road) within individual vehicle age and size class categories.

A vehicle's in-use or on-the-road fueleconomy often differs substantially from the miles-per-gallon estimates developed by the US Environmental Protection Agency (EPA) as part of its emissions certification program. As a result, the certification values are routinely adjusted by a set of correction factors so that the resulting estimates will better reflect in-use experience. Our analysis investigated how well the correction factors replicated the shortfall experience of all household vehicles on the road in 1985 and of those vehicles held by different population groups. Using data from the Residential Transportation Energy Consumption Survey conducted by the Energy Information Administration of the US Department of Energy, our analysis showed that fleetwide, the shortfall is larger than the EPA correction factors, and that light trucks are experiencing larger shortfalls than automobiles. Controlling for vehicle age and size class, shortfalls did not appear to differ by population group. However, African-American households appeared to select vehicles with systematically lower fueleconomy (both EPA-test and on-the-road) within individual vehicle age and size class categories.

Combining a New Vehicle FuelEconomy Standard with a Cap-and-Trade Policy: Energy and Economic established research centers at MIT: the Center for Global Change Science (CGCS) and the Center for Energy://globalchange.mit.edu/ Printed on recycled paper #12;Combining a New Vehicle FuelEconomy Standard with a Cap-and-Trade Policy

54.5 MPG and Beyond: Materials Lighten the Load for FuelEconomy 54.5 MPG and Beyond: Materials Lighten the Load for FuelEconomy 54.5 MPG and Beyond: Materials Lighten the Load for FuelEconomy December 4, 2012 - 12:06pm Addthis Lightweight materials, such as high-strength steel, aluminum, magnesium and carbon fiber can help improve fueleconomy in future vehicles. This is a carbon fiber from microwave-assisted plasma unit -- a unit that is part of the process to transform precursor fibers into carbon fibers that can be used in vehicles. | Photo courtesy of Oak Ridge National Laboratory. Lightweight materials, such as high-strength steel, aluminum, magnesium and carbon fiber can help improve fueleconomy in future vehicles. This is a carbon fiber from microwave-assisted plasma unit -- a unit that is part of the process to transform precursor fibers into carbon fibers that can be

Hopes have again been raised about developing a “hydrogen economy”, in which hydrogen could be expected to replace oil and natural gas for most uses, including transportation and heating. It is again being claimed that hydrogen will be a widely available, clean, safe fuel. This article argues that such expectations are almost certainly illusory. Hydrogen, like electricity, is not an energy resource but an energy carrier. It takes more energy to extract hydrogen from water than burning the hydrogen can ever provide. There are also inevitable losses in storage, transmission, and final mechanical or heating applications. The question then turns on the efficiency—and safety—of the entire chain of conversion, from the energy source (fossil, solar, or other) to the final use. Moreover, energy sources (preferably renewable, for the long term) can be used for the direct creation of electricity, which can be introduced into the existing grid without requiring a vast investment in a new hydrogen distribution system. In addition, a hydrogen-based system would be unacceptably dangerous. This report will present a detailed technical and economic analysis of the problems with the proposed hydrogen economy and the advantages of some alternatives, principally electricity-based. A hypothetical case of what would be required for a hydrogen filling station serving the general public is closely examined.

2 RisÃ¸ Energy Report 3 Interest in the hydrogen economy and in fuel cells has increased used for natural gas. Existing fuel cells can convert hydrogen efficiently into electric power. Emerging fuel cell technologies can do the same for other hydrogen-rich fuels, while generating little

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

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EPA and DOE Release Annual FuelEconomy Guide with 2014 Models EPA and DOE Release Annual FuelEconomy Guide with 2014 Models EPA and DOE Release Annual FuelEconomy Guide with 2014 Models December 3, 2013 - 12:00pm Addthis News Media Contact (202) 586-4940 WASHINGTON - The U.S. Environmental Protection Agency (EPA) and the Department of Energy (DOE) are releasing the 2014 FuelEconomy Guide, providing consumers with a valuable resource to identify and choose the most fuel efficient and low greenhouse gas emitting vehicles that meet their needs. The 2014 models include efficient and low-emission vehicles in a variety of classes and sizes, ensuring a wide variety of choices available for consumers. "For American families, the financial and environmental bottom line are high priorities when shopping for a new vehicle," said Administrator Gina

EPA and DOE Release Annual FuelEconomy Guide with 2014 Models EPA and DOE Release Annual FuelEconomy Guide with 2014 Models EPA and DOE Release Annual FuelEconomy Guide with 2014 Models December 3, 2013 - 12:00pm Addthis News Media Contact (202) 586-4940 WASHINGTON - The U.S. Environmental Protection Agency (EPA) and the Department of Energy (DOE) are releasing the 2014 FuelEconomy Guide, providing consumers with a valuable resource to identify and choose the most fuel efficient and low greenhouse gas emitting vehicles that meet their needs. The 2014 models include efficient and low-emission vehicles in a variety of classes and sizes, ensuring a wide variety of choices available for consumers. "For American families, the financial and environmental bottom line are high priorities when shopping for a new vehicle," said Administrator Gina

A four-cylinder turbocharged prechamber diesel engine (Caterpillar 3304) was operated with natural gas and pilot diesel fuel ignition over a wide range of load and speed. Measurements were made of fuel consumption and the emissions of unburned hydrocarbons, carbon monoxide, and the oxides of nitrogen. Improvements in fueleconomy and emissions were found to be affected by the diesel fuel-gas fraction, and by air restriction and fuel injection timing. Boundaries of unstable, inefficient and knocking operation were defined and the importance of gas-air equivalance ratio was demonstrated in its effect on economy, emissions and stability of operation.

CORRELATIONS OF FUELECONOMY, EXHAUST HYDROCARBON CONCENTRATIONS, AND VEHICLE PERFORMANCE EFFICIENCY A Thesis by PHILIP DOUGLAS BAUMANN Submitted to the Graduate College of Texas ASM University in partial fulfillment of the requirement... for the degree of MASTER OF SCIENCE December 1974 Major Subject: Civil Engineering CORRELATIONS OF FUELECONOMY, EXHAUST HYDROCARBON CONCENTRATIONS, AND VEHICLE PERFORMANCE EFFICIENCY A Thesis by PHILIP DOUGLAS BAUMANN Approved as to style and content by...

The U.S. Environmental Protection Agency (EPA) and the Department of Energy (DOE) are releasing the 2014 FuelEconomy Guide, providing consumers with a valuable resource to identify and choose the most fuel efficient and low greenhouse gas-emitting ve

Abstract This study analyzes industrial interfuel substitution in an international context using a large unbalanced panel dataset of 63 countries. We find that compared to other countries fossil fuel producing economies have higher short-term interfuel substitution elasticities. This difference increases further in the long run as fossil fuel producing countries have a considerably longer adjustment of their fuel-using capital stock. These results imply lower economic cost for policies aimed at climate abatement and more efficient utilization of energy resources in energy-intensive economies.

Can't Wait: Driving Forward with New FuelEconomy Standards Can't Wait: Driving Forward with New FuelEconomy Standards We Can't Wait: Driving Forward with New FuelEconomy Standards November 16, 2011 - 4:04pm Addthis The Vehicle Cost Calculator helps consumers go beyond the sticker price of a vehicle and determine the lifetime cost when they head to the car lot. | Photo by Kino Praxis. The Vehicle Cost Calculator helps consumers go beyond the sticker price of a vehicle and determine the lifetime cost when they head to the car lot. | Photo by Kino Praxis. Heather Zichal Deputy Assistant to the President for Energy and Climate Change What does this project do? Saves you money by increasing the fuel efficiency equivalent of light-duty trucks and cars to 54.5 miles per gallon by 2025. Drives innovation in the manufacturing sector and helps create

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

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The www.fueleconomy.gov website offers information such as window label fueleconomy for city, highway, and combined driving for all U.S.-legal light-duty vehicles from 1984 to the present. The site is jointly maintained by the U.S. Department of Energy and the U.S. Environmental Protection Agency (EPA), and also offers a considerable amount of consumer information and advice pertaining to vehicle fueleconomy and energy related issues. Included with advice pertaining to driving styles and habits is information concerning the trend that as highway cruising speed is increased, fueleconomy will degrade. An effort was undertaken to quantify this conventional wisdom through analysis of dynamometer testing results for 74 vehicles at steady state speeds from 50 to 80 mph. Using this experimental data, several simple models were developed to predict individual vehicle fueleconomy and its rate of change over the 50-80 mph speed range interval. The models presented require a minimal number of vehicle attributes. The simplest model requires only the EPA window label highway mpg value (based on the EPA specified estimation method for 2008 and beyond). The most complex of these simple model uses vehicle coast-down test coefficients (from testing prescribed by SAE Standard J2263) known as the vehicle Target Coefficients, and the raw fueleconomy result from the federal highway test. Statistical comparisons of these models and discussions of their expected usefulness and limitations are offered.

This paper examines the impact of oil revenues on the Iranian economy over the past hundred years, spanning the period 1908-2010. It is shown that although oil has been produced in Iran over a very long period, its importance in the Iranian economy...

Comparison Study of SPEA2+, SPEA2, and NSGA-II in Diesel Engine Emissions and FuelEconomy Problem@mail.doshisha.ac.jp Abstract- Recently, the technology that can control NOx and Soot values of diesel engines by changing between fueleconomy and NOx values. Therefore, the diesel engines that can change their characteristics

In this paper, we introduce an intelligent driver assistance system to reduce fuel consumption in heavy duty vehicles irrespective of the driving style of the driver. We specifically study the potential of V2I and V2V communications to reduce fuel consumption in heavy duty trucks. Most ITS communications today are oriented towards vehicle safety, with communications strategies and hardware that tend to focus on low latency. This has resulted in technologies emerging with a relatively limited range for the communications. For fueleconomy, it is expected that most benefits will be derived with greater communications distances, at the scale of many hundred meters or several kilometers, due to the large inertia of heavy duty vehicles. It may therefore be necessary to employ different communications strategies for ITS applications aimed at fueleconomy and other environmental benefits than what is used for safety applications in order to achieve the greatest benefits.

been if the diesel/gasoline new car market shares had beendiesel and gasoline new car fueleconomy in 2005 in two important European markets.diesels is in part responsible for an increase in driving compared to what would have obtained if market

each agency or organization) US DOT $90,000 Total Project Cost $90,000 Agency ID or Contract NumberProject Information Form Project Title Reducing Truck Emissions and Improving Truck FuelEconomy Project Currently trucks are viewed as any other vehicle in traffic management Currently trucks are viewed

This report summarizes activities conducted for the project “The Use of Exhaust Gas Recirculation to Optimized FuelEconomy and Minimize Emissions in Engines Operating on E85 Fuel” under COOPERATIVE AGREEMENT NUMBER DE-FC26-07NT43271, which are as outlined in the STATEMENT OF PROJECT OBJECTIVES (SOPO) dated March 2007 and in the supplemental SOPO dated October 2010. The project objective was to develop and demonstrate an internal combustion engine that is optimized for E85 (85% ethanol and 15% gasoline) fuel operation to achieve substantially improved fueleconomy while operating with E85 fuel and that is also production viable in the near- to medium-term. The key engine technology selected for research and development was turbocharging, which is known to improve fueleconomy thru downsizing and is in particular capable of exploiting ethanol fuel’s characteristics of high octane number and high latent heat of vaporization. The engine further integrated synergistic efficiency improving technologies of cooled exhaust gas recirculation (EGR), direct fuel injection and dual continuously variable intake and exhaust cam phasers. On the vehicle level, fueleconomy was furthered thru powertrain system optimization by mating a state-of-the-art six-speed automatic transmission to the engine. In order to achieve the project’s objective of near- to medium-term production viability, it was essential to develop the engine to be flex-fuel capable of operating with fuels ranging from E0 (0% ethanol and 100% gasoline) to E85 and to use three-way type of catalyst technology for exhaust aftertreatment. Within these scopes, various technologies were developed through systems approach to focus on ways to help accelerate catalyst light-off. Significant amount of development took place during the course of the project within General Motors, LLC. Many prototype flex-fuel engines were designed, built and developed with various hardware configurations selected to achieve the project goals. Several flex-fuel demonstration vehicles were designed and built for carrying out calibration development and final testing to quantify the technology merits. Based on the extensive test results collected from dynamometer and vehicle testing, the fueleconomy benefits of cooled EGR from the intended level of turbocharger technology were quantified. When combined with turbo downsizing, the FE benefits are considered large enough for E0 fuel as well as for E85 fuel to warrant further development of the technology beyond the current proof-of-concept level to a level that can meet production driveability quality and durability requirements in order to meet customers’ expectations. Cold-start cart test results from the emissions segment of the project were positive, confirming the assumption of faster thermal response of turbo exhaust system for emissions reductions for both E0 and E85 fuels. Vehicle emissions test results directionally correlated to the cold-start cart findings. The limited number of test runs did demonstrate the potentials of meeting stringent emission standards, however, they did not comprehend the factors such as hardware variability and long-term durability, 3 which are essential for mass production to satisfy customers’ expectations. It is therefore recommended, moving forward, durability concerns over turbocharger, EGR system and aftertreatment system, which would likely impact production viability, should be addressed. The data moreover suggested that further FE increase is likely with turbocharger technology advancement.

Lightweight Buses With Electric Drive Improve Lightweight Buses With Electric Drive Improve FuelEconomy and Passenger Experience Background The standard, 40-foot diesel- powered transit bus is noisy, consumes a gallon of fuel for every three miles it travels, weighs 28,000 pounds, and contributes significantly to ur- ban air pollution. While hybrid electric buses do exist, they are very expensive, and typi- cally get just four miles to the gallon. Autokinetics and the Department of Energy Office of FreedomCAR and Vehicle Technologies Program saw sig- nificant room for improvement in hybrid electric buses-in terms of weight and noise reduction, better fueleconomy, lower cost, and rider percep- tion-using lightweight body

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

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We present simulated fueleconomy and emissions city transit buses powered by conventional diesel engines and diesel-hybrid electric powertrains of varying size. Six representative city drive cycles were included in the study. In addition, we included previously published aftertreatment device models for control of CO, HC, NOx, and particulate matter (PM) emissions. Our results reveal that bus hybridization can significantly enhance fueleconomy by reducing engine idling time, reducing demands for accessory loads, exploiting regenerative braking, and shifting engine operation to speeds and loads with higher fuel efficiency. Increased hybridization also tends to monotonically reduce engine-out emissions, but trends in the tailpipe (post-aftertreatment) emissions involve more complex interactions that significantly depend on motor size and drive cycle details.

Fuel optimal control of a variable compression engine is studied and it is shown that a crucial component is the model for the engine torque. A model for the produced work that captures the important effects of ignition and compression ratio is proposed and investigated. The main task for the model is to be a mean for determining the fuel optimal control signals, for each requested engine torque and speed. The contribution is a model suitable for finding this optimal combination. This model consists of well-known components, and the novelty lies in the compilation and validation of the control-oriented efficiency model for a variable compression engine. The modelling and validation is performed on a multicylinder variable compression engine using two fuels with different octane rating. Despite the models simplicity, it describes the indicated work with good accuracy, and suits its purpose of finding optimal control signals. In the evaluation, it is shown that a fuel optimal controller based on the proposed model captures the optimal IMEP to within 1.2%. This corresponds to a loss in engine efficiency that is in the range of 0.5% units or less.

An analysis of the number of stations and vehicles necessary to achieve future goals for sales of ethanol fuel (E85) is presented. Issues related to the supply of ethanol, which may turn out to be of even greater concern, are not analyzed here. A model of consumers decisions to purchase E85 versus gasoline based on prices, availability, and refueling frequency is derived, and preliminary results for 2010, 2017, and 2030 consistent with the president s 2007 biofuels program goals are presented. A limited sensitivity analysis is carried out to indicate key uncertainties in the trade-off between the number of stations and fuels. The analysis indicates that to meet a 2017 goal of 26 billion gallons of E85 sold, on the order of 30% to 80% of all stations may need to offer E85 and that 125 to 200 million flexible-fuel vehicles (FFVs) may need to be on the road, even if oil prices remain high. These conclusions are tentative for three reasons: there is considerable uncertainty about key parameter values, such as the price elasticity of choice between E85 and gasoline; the future prices of E85 and gasoline are uncertain; and the method of analysis used is highly aggregated it does not consider the potential benefits of regional strategies or the possible existence of market segments predisposed to purchase E85. Nonetheless, the preliminary results indicate that the 2017 biofuels program goals are ambitious and will require a massive effort to produce enough FFVs and ensure widespread availability of E85.

Efficiency goals represent one of the key factors governing powertrain choice. These goals are specified for three novel developments in automotive technology which would enable them to compete on this single basis with the conventional four-speed manual or automatic transmission (with torque converter lock-up) coupled with a fixed displacement spark-ignition engine. The fuel consumption figures of continuously variable ratio and infinitely variable ratio automobile transmissions are presented using a simulation model of a vehicle in both urban (EPA cycle) and constant-speed operation. A powertrain utilising a variable displacement engine is also simulated.

Long-Haul Long-Haul Operations and FuelEconomy Analysis A s part of a long-term study sponsored by the U.S. Department of Energy (DOE) Office of Vehicle Technologies (OVT), the Oak Ridge National Laboratory (ORNL) in conjunction with a number of industry partners (Michelin Americas Research Company - Michelin), have collected data and information related to Class-8 heavy truck long-haul operations in real-world

The Advanced Vehicle Testing Activity (AVTA), part of the U.S. Department of Energy’s FreedomCAR and Vehicle Technologies Program, has conducted testing of advanced technology vehicles since August, 1995 in support of the AVTA goal to provide benchmark data for technology modeling, and research and development programs. The AVTA has tested over 200 advanced technology vehicles including full size electric vehicles, urban electric vehicles, neighborhood electric vehicles, and hydrogen internal combustion engine powered vehicles. Currently, the AVTA is conducting significant tests of hybrid electric vehicles (HEV). This testing has included all HEVs produced by major automotive manufacturers and spans over 1.3 million miles. The results of all testing are posted on the AVTA web page maintained by the Idaho National Laboratory. Through the course of this testing, the fueleconomy of HEV fleets has been monitored and analyzed to determine the "real world" performance of their hybrid energy systems, particularly the battery. While the initial "real world" fueleconomy of these vehicles has typically been less than that evaluated by the manufacturer and varies significantly with environmental conditions, the fueleconomy and, therefore, battery performance, has remained stable over vehicle life (160,000 miles).

THE EFFECT OF STANDARD AN1BIENT CONDITIONS USED FOR THE DETERMINATION OF ROAD LOAD TO PREDICT VEHICLE FUELECONOMY A Thesis by Michael Lee Love Submitted to the Graduate College of Texas A&M University in partial fulfillment... of the requirement for the degree of MASTER OF SCIENCE May 198Z Major Subject: Mechanical Engineering THE EFFECT OF STANDARD AMBIENT CONDITIONS USED FOR THE DETERMINATION OF ROAD LOAD TO PREDICT VEHICLE FUELECONOMY A Thesis by Michael Lee Love Approved...

The US Corporate Average FuelEconomy (CAFE) regulations are intended to influence automaker vehicle design and pricing choices. CAFE policy has been in effect for the past three decades, and new legislation has raised standards significantly. We present a structural analysis of automaker responses to generic CAFE policies. We depart from prior CAFE analyses by focusing on vehicle design responses in long-run oligopolistic equilibrium, and we view vehicles as differentiated products, taking demand as a general function of price and product attributes. We find that under general cost, demand, and performance functions, single-product profit maximizing firm responses to CAFE standards follow a distinct pattern: firms ignore CAFE when the standard is low, treat CAFE as a vehicle design constraint for moderate standards, and violate CAFE when the standard is high. Further, the point and extent of first violation depends upon the penalty for violation, and the corresponding vehicle design is independent of further standard increases. Thus, increasing CAFE standards will eventually have no further impact on vehicle design if the penalty for violation is also not increased. We implement a case study by incorporating vehicle physics simulation, vehicle manufacturing and technology cost models, and a mixed logit demand model to examine equilibrium powertrain design and price decisions for a fixed vehicle body. Results indicate that equilibrium vehicle design is not bound by current CAFE standards, and vehicle design decisions are directly determined by market competition and consumer preferences. We find that with increased fueleconomy standards, a higher violation penalty than the current stagnant penalty is needed to cause firms to increase their design fueleconomy at equilibrium. However, the maximum attainable improvement can be modest even if the penalty is doubled. We also find that firms’ design responses are more sensitive to variation in fuel prices than to CAFE standards, within the examined ranges.

The ‘Hydrogen Economy’ is a proposed system where hydrogen is produced from carbon dioxide free energy sources and is used as an alternative fuel for transportation. The utilization of hydrogen to power fuel cell vehicles (FCVs) can significantly decrease air pollutants and greenhouse gases emission from the transportation sector. In order to build the future hydrogen economy, there must be a significant development in the hydrogen infrastructure, and huge investments will be needed for the development of hydrogen production, storage, and distribution technologies. This paper focuses on the analysis of hydrogen demand from hydrogen \\{FCVs\\} in Ontario, Canada, and the related cost of hydrogen. Three potential hydrogen demand scenarios over a long period of time were projected to estimate hydrogen \\{FCVs\\} market penetration, and the costs associated with the hydrogen production, storage and distribution were also calculated. A sensitivity analysis was implemented to investigate the uncertainties of some parameters on the design of the future hydrogen infrastructure. It was found that the cost of hydrogen is very sensitive to electricity price, but other factors such as water price, energy efficiency of electrolysis, and plant life have insignificant impact on the total cost of hydrogen produced.

Abstract The recent developments in turbocharging technology play a vital role for engine manufacturers in order to meet the market demand for fueleconomy and to comply with local emissions regulations. It is becoming more difficult for an engine manufacturer to decide on the best turbocharging system for their application. Wastegate, variable geometry, two-stage, sequential and turbocompound systems all have their merits and compromises but choosing the best option for each application requires significant knowledge and analysis. This paper provides an overview of different turbocharging systems and its merits and compromises involved in each solution to suit a particular engine application. More emphasis is given to the use of variable geometry turbocharger systems and two stage sequential charging systems because of their ability to provide higher boosting pressure at low engine speeds and better transient response. The introduction of legislation to reduce CO2 emissions is currently driving the passenger car and heavy duty engine market to explore different options of waste heat recovery methods. This paper briefly describes waste heat recovery systems like turbocompound and their potential for fueleconomy improvement.

significantly improve the fueleconomy of FCHVs. Rodatz et al. [2] used the equivalent consumption minimization combination in maximizing the fueleconomy. For the engine scaling, in particular, they replaced the linear strategy is as significant as component sizing in achieving optimal fueleconomy of a fuel cell hybrid

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Introduction Introduction Multi-Year Research, Development and Demonstration Plan Page 1 - 1 Multi-Year Research, Development and Demonstration Plan Page 1 - 1 1.0 Introduction The U. S. Department of Energy's (DOE's or the Department's) hydrogen and fuel cell efforts are part of a broad portfolio of activities to build a competitive and sustainable clean energy economy to secure the nation's energy future. Reducing greenhouse gas emissions 80 percent by 2050 1 and eliminating dependence on imported fuel will require the use of diverse domestic energy sources and advanced fuels and technologies in all sectors of the economy. Achieving these goals requires a robust, comprehensive research and development (R&D) portfolio that balances short-term

021 021 Effect of Intake Air Filter Condition on Vehicle FuelEconomy February 2009 Prepared by Kevin Norman Shean Huff Brian West DOCUMENT AVAILABILITY Reports produced after January 1, 1996, are generally available free via the U.S. Department of Energy (DOE) Information Bridge. Web site http://www.osti.gov/bridge Reports produced before January 1, 1996, may be purchased by members of the public from the following source. National Technical Information Service 5285 Port Royal Road Springfield, VA 22161 Telephone 703-605-6000 (1-800-553-6847) TDD 703-487-4639 Fax 703-605-6900 E-mail info@ntis.gov Web site http://www.ntis.gov/support/ordernowabout.htm Reports are available to DOE employees, DOE contractors, Energy Technology Data Exchange

From June 12--20, 1994, an engineering design competition called the 1994 Hybrid Electric Vehicle (HEV) Challenge was held in Southfield, Michigan. This collegiate-level competition, which involved 36 colleges and universities from across North America, challenged the teams to build a superior HEV. One component of this comprehensive competition was the emissions event. Special HEV testing procedures were developed for the competition to find vehicle emissions and correct for battery state-of-charge while fitting into event time constraints. Although there were some problems with a newly-developed data acquisition system, they were able to get a full profile of the best performing vehicles as well as other vehicles that represent typical levels of performance from the rest of the field. This paper will explain the novel test procedures, present the emissions and fueleconomy results, and provide analysis of second-by-second data for several vehicles.

Vehicle Air- Vehicle Air- Conditioning on FuelEconomy, Tailpipe Emissions, and Electric Vehicle Range Preprint September 2000 * NREL/CP-540-28960 R. Farrington and J. Rugh To Be Presented at the Earth Technologies Forum Washington, D.C. October 31, 2000 National Renewable Energy Laboratory 1617 Cole Boulevard Golden, Colorado 80401-3393 NREL is a U.S. Department of Energy Laboratory Operated by Midwest Research Institute * * * * Battelle * * * * Bechtel Contract No. DE-AC36-99-GO10337 NOTICE The submitted manuscript has been offered by an employee of the Midwest Research Institute (MRI), a contractor of the US Government under Contract No. DE-AC36-99GO10337. Accordingly, the US Government and MRI retain a nonexclusive royalty-free license to publish or reproduce the published

Statistical models developed from designed esperiments (varying fuel properties and engine control parameters) were used to optimize fuel consumption subject to emissions and engine performance constraints.

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In this paper, we investigate the effect of fuel magnetisation on the overall performance of a four-stroke Spark Ignition (SI) engine. To achieve this objective, we have designed a set of experiments using the Mitsubishi 1.5 L (4G15) SI engine. Each experiment is performed in two phases: with and without the fuel magnetisation. The collected data was analysed to assess the overall performance of the engine at several operating conditions. Our study shows that fuel magnetiser can enhance the overall performance of a typical SI engine. However, the enhancement greatly depends on the operating condition of the engine. Specifically, the best-observed performance enhancement in the tested engine owing to the usage of the fuel magnetiser was to reduce the Brake Specific Fuel Consumption (BSFC) by 9% increase the Brake Power (BP) by 9% and boost the brake thermal efficiency (?b) from 29% to 31%.

Abstract The present study conducts a vehicle dynamic modeling of gasoline and diesel vehicles by using the AVL commercial program. 10 passenger vehicles were tested for 7 types of driving modes containing city, express and highway driving mode. The various vehicle data (specifications, fuel consumption map, gear shifting curve data, etc.) were collected and implemented as input data. The calculations were conducted with changing driving modes and vehicle types, and prediction accuracy of the calculation results were validated based on chassis dynamometer test data. In order to increase prediction accuracy for a wide vehicle operating range, some modifications regarding gear shifting was also conducted. From these processes, it is confirmed that the prediction accuracy of fuel efficiency and CO2 emissions shows a strong correlations with test results. After ensuring the accuracy of the calculation result, parametric studies were conducted to reveal correlations between vehicle specifications (e.g., vehicle weight and frontal area) on fuel efficiency and CO2 emissions and check which parameters were highly impact on fuel efficiency.

Data obtained during standard chassis dynamometer testing at the University of Sydney is used to produce an engine fuel consumption matrix for the test vehicle. The matrix includes the effect of engine operational transients and is presented in a generalised engine parameter form which allows comparisons between dissimilar vehicles. A sufficient number of tests have been carried out to construct a fleet-averaged engine matrix for in-use Australian vehicles. A model is described which uses this matrix to predict the effect of variations in vehicle parameters and traffic flow patterns on the fuel consumption of a motor vehicle on the road or on the dynamometer.

Claims are furnished in several patents that swirling the intake air in SI engines can improve fueleconomy and reduce environmental impact. In this paper, we investigate the effect of a free rotating air swirling device (FRASD) installed in the air intake hose on the overall performance and emission characteristics of an SI engine. FRASDs with three vane angles were tested; 6, 9 and 12 degrees. The baseline engine was tested without FRASD at selected loads. Then, the engine was tested at the same loads with each FRASD and results were compared with the baseline engine. Experiments show that all tested FRASDs exhibit some degree of enhancement in the overall performance and reduction in exhaust emissions. It was found that enhancement greatly depends on the engine operating condition in addition to the FRASD vane angle. Specifically, best enhancement in performance and highest reduction in emissions was observed with the 9-degrees which reduced specific fuel consumption by 12%, hydrocarbon (HC) emissions by 20% and carbon monoxide emissions by 12%. Suggestions are made to modify the FRASD design to magnify its impact on engine performance.

We utilize the Powertrain Systems Analysis Toolkit (PSAT) combined with transient engine and aftertreatment component models to simulate the impact of premixed charge compression ignition (PCCI) on the fueleconomy and emissions of light-duty (LD) diesel-powered conventional and hybrid electric vehicles (HEVs). Our simulated aftertreatment train consists of a diesel oxidation catalyst (DOC), lean NOx trap (LNT), and catalyzed diesel particulate filter (DPF). The results indicate that utilizing PCCI combustion significantly reduces fuel consumption and tailpipe emissions for the conventional diesel-powered vehicle with NOx and particulate emissions controls. These benefits result from a favorable engine speed-load distribution over the cycle combined with a corresponding reduction in the need to regenerate the LNT and DPF. However, the current PCCI technology appears to offer less potential benefit for diesel HEVs equipped with similar emissions controls. This is because PCCI can only be activated over a relatively small part of the drive cycle. Thus we conclude that future utilization of PCCI in diesel HEVs will require significant extension of the available speed-load range for PCCI and revision of current HEV engine management strategies before significant benefits can be realized.

Countries differ considerably in terms of the price drivers pay for gasoline. This paper uses data for 132 countries for the period 1995–2008 to investigate the implications of these differences for the consumption of gasoline for road transport. To address the potential for simultaneity bias, we use both a country's oil reserves and the international crude oil price as instruments for a country's average gasoline pump price. We obtain estimates of the long-run price elasticity of gasoline demand of between ? 0.2 and ? 0.5. Using newly available data for a sub-sample of 43 countries, we also find that higher gasoline prices induce consumers to substitute to vehicles that are more fuel-efficient, with an estimated elasticity of + 0.2. Despite the small size of our elasticity estimates, there is considerable scope for low-price countries to achieve gasoline savings and vehicle fueleconomy improvements via reducing gasoline subsidies and/or increasing gasoline taxes.

Vehicle data were acquired on-road and on a chassis dynamometer to assess fuel consumption under several steady cruise conditions and at idle. Data were gathered for various air conditioner (A/C) settings and with the A/C off and the windows open. Two vehicles were used in the comparisonstudy: a 2009 Ford Explorer and a 2009 Toyota Corolla. At steady speeds between 64.4 and 112.7 kph (40 and 70 mph), both vehicles consumed more fuel with the A/C on at maximum cooling load (compressor at 100% duty cycle) than when driving with the windows down. The Explorer maintained this trend beyond 112.7 kph (70 mph), while the Corolla fuel consumption with the windows down matched that of running the A/C at 120.7 kph (75 mph), and exceeded it at 128.7 kph (80 mph). The largest incremental fuel consumption rate penalty due to air conditioner use occurred was nearly constant with a weakslight trend of increasing consumption with increasing compressor (and vehicle) speed. Lower consumption is seenobserved at idle for both vehicles, likely due to the low compressor speed at this operating point

and environmental policies (Koo et al. 2012). While EV sales (including both HEVs and PEVs) have risen considerably significant. If households registering more fuel- efficient vehicles, including hybrid EVs, are also more inclined to purchase plug-in EVs, these #12;findings can assist in spatial planning of charging

battery to store energy, and electric motor/generators for energy conversion, a hydraulic hybrid power-train stores energy in hydraulic accumulators and uses hydraulic pump/motors for energy conversion. Hydraulic of these architectures and validates these features. Using a Toyota Prius like engine and chassis as common factors, fuel

March 31, 2000 March 31, 2000 Full Scale Direct FuelCellTM Completes One Year of Operation Confirms Performance and Durability of New Energy Generating Technology A commercial design of an advanced fuel cell - the building block of a family of environmentally super-clean, fuel-flexible power plants - has passed several milestones in a joint public-private development effort. FuelCell Energy's Direct Fuel Cell The Direct FuelCell is a versatile, combustion-less power source being developed in the Department of Energy's fuel cell research program. It can use natural gas, methanol, ethanol, bio-gas or other hydrogen-rich fuels. FuelCell Energy, Inc. has completed one year of commercial design validation and endurance testing of a 250 kilowatt-class Direct FuelCellTM

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The hydrogen economy is a vision for a future in which hydrogen replaces fossil fuels. There are a variety ... of methods for generating, storing and delivering hydrogen since no single method has yet proven supe...

Abstract This work analyses the economical dynamics of an optimized battery degradation management strategy intended for plug-in hybrid electric vehicles (PHEVs) with consideration given to low-cost technologies, such as lead-acid batteries. The optimal management algorithm described herein is based on discrete dynamic programming theory (DDP) and was designed for the purpose of PHEV battery degradation management; its operation relies on simulation models using data obtained experimentally on a physical PHEV platform. These tools are first used to define an optimal management strategy according to the economical weights of PHEV battery degradation and the secondary energy carriers spent to manage its deleterious effects. We then conduct a sensitivity study of the proposed optimization process to the fluctuating economic parameters associated with the fuel and energy costs involved in the degradation management process. Results demonstrate the influence of each parameter on the process's response, including daily total operating costs and expected battery lifetime, as well as establish boundaries for useful application of the method; in addition, they provide a case for the relevance of inexpensive battery technologies, such as lead-acid batteries, for economy-centric PHEV applications where battery degradation is a major concern.

' fossil-fueleconomies of the last century, while investments in energy efficiency measures will redirect that the renewable energy sector generates more jobs per unit of energy delivered than the fossil fuel- based sectorGreen Jobs and the Clean Energy Economy ThoughT Leadership series Co-authors Daniel M. Kammen

The results obtained from fueleconomy and emission tests conducted on a prototype Chrysler Volare diesel vehicle are documented. The vehicle was tested on a chassis dynamometer over selected drive cycles and steady-state conditions. The fuel used, was a DOE/BETC referee fuel. Particulate emission rates were calculated from dilution tunnel measurements and large volume particulate samples were collected for biological and chemical analysis. The vehicle obtained 32.7 mpg for the FTP urban cycle and 48.8 mpg for the highway cycle. The emissions rates were 0.42/1.58/1.17/0.28 g/mile of hydrocarbon, CO, NO/sub x/ and particulates respectively.

January 31, 2000 January 31, 2000 Solid Oxide Fuel Cell Reaches One Year of Operations Netherlands Test Boosts Confidence for Commercial Introduction by 2004 An experimental all solid-state fuel cell - the possible prototype for a future "combustion-less" power plant - has passed a key milestone in a joint public-private development effort. Schematic Diagram of Tubular Solid Oxide Fuel Cell The Siemens Westinghouse solid oxide fuel cell is a tubular arrangement of concentric ceramic electrodes and a solid-state electrolyte. Siemens-Westinghouse Power Corp., headquartered in Orlando, FL, announced this week that its 100-kilowatt solid oxide fuel cell power system, the world's largest, has completed one year of total operating time, the longest any fuel cell of this type and size has run. The milestone marked

Goals > Fuels Goals > Fuels XMAT for nuclear fuels XMAT is ideally suited to explore all of the radiation processes experienced by nuclear fuels.The high energy, heavy ion accleration capability (e.g., 250 MeV U) can produce bulk damage deep in the sample, achieving neutron type depths (~10 microns), beyond the range of surface sputtering effects. The APS X-rays are well matched to the ion beams, and are able to probe individual grains at similar penetrations depths. Damage rates to 25 displacements per atom per hour (DPA/hr), and doses >2500 DPA can be achieved. MOREÂ» Fuels in LWRs are subjected to ~1 DPA per day High burn-up fuel can experience >2000 DPA. Traditional reactor tests by neutron irradiation require 3 years in a reactor and 1 year cool down. Conventional accelerators (>1 MeV/ion) are limited to <200-400 DPAs, and

This paper examines the economic and budgetary impacts of fuel prices using a dynamic general equilibrium model of ... detailed modeling of the public sector. The fuel price scenarios are based on forecasts by th...

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A 1997 Mitsubishi Legnum station wagon with a 150-hp, 1.8-L, spark-ignition, direct-injection (SIDI) engine was tested for emissions by using the FTP-75, HWFET, SC03, and US06 test cycles and four different fuels. The purpose of the tests was to obtain fuel-economy and emissions data on SIDI vehicles and to compare the measurements obtained with those of a port-fuel-injection (PFI) vehicle. The PFI vehicle chosen for the comparison was a 1995 Dodge Neon, which meets the Partnership for a New Generation of Vehicles (PNGV) emissions goals of nonmethane hydrocarbons (NMHC) less than 0.125 g/mi, carbon monoxide (CO) less than 1.7 g/mi, nitrogen oxides (NO{sub x} ) less than 0.2 g/mi, and particulate matter (PM) less than 0.01 g/mi. The Mitsubishi was manufactured for sale in Japan and was not certified to meet current US emissions regulations. Results show that the SIDI vehicle can provide up to 24% better fueleconomy than the PFI vehicle does, with correspondingly lower greenhouse gas emissions. The SIDI vehicle as designed does not meet the PNGV goals for NMHC or NO{sub x} emissions, but it does meet the goal for CO emissions. Meeting the goal for PM emissions appears to be contingent upon using low-sulfur fuel and an oxidation catalyst. One reason for the difficulty in meeting the NMHC and NO{sub x} goals is the slow (200 s) warm-up of the catalyst. Catalyst warm-up time is primarily a matter of design. The SIDI engine produces more NMHC and NO{sub x} than the PFI engine does, which puts a greater burden on the catalyst to meet the emissions goals than is the case with the PFI engine. Oxidation of NMHC is aided by unconsumed oxygen in the exhaust when the SIDI engine operates in stratified-charge mode, but the same unconsumed oxygen inhibits chemical reduction of NO{sub x} . Thus, meeting the NO{sub x} emissions goal is likely to be the greatest challenge for the SIDI engine.

Law to Increase FuelEconomy to 35 mpg by 2020 Law to Increase FuelEconomy to 35 mpg by 2020 A new law signed by President George W. Bush in December authorizes the U.S. Department of Transporta- tion to set tougher fueleconomy standards starting in model year (MY) 2011. Outlined in the Energy Inde- pendence and Security Act (EISA) of 2007, the new standard authorizes vehicles sold in the United States to achieve a combined corporate average fueleconomy of at least 35 miles per gallon (mpg) by 2020. It applies

Water electrolysis firm aims to help meet 2015 global target for first commercial FUEL-CELL CARS ... IN HIS 2003 State of the Union address, President George W. Bush proclaimed that the time was ripe for the hydrogen economy, a world in which hydrogen is the primary energy currency instead of fossil fuels. ...

Manufacturing for the Hydrogen Economy Manufacturing Research & Development of PEM Fuel Cell of the hydrogen and fuel cell technologies needed to move the United States toward a future hydrogen economy of a hydrogen energy economy, moving from today's laboratory-scale fabrication technologies to high

7: April 29, 7: April 29, 2013 For the Second Year in a Row, Survey Respondents Consider FuelEconomy Most Important When Purchasing a Vehicle to someone by E-mail Share Vehicle Technologies Office: Fact #777: April 29, 2013 For the Second Year in a Row, Survey Respondents Consider FuelEconomy Most Important When Purchasing a Vehicle on Facebook Tweet about Vehicle Technologies Office: Fact #777: April 29, 2013 For the Second Year in a Row, Survey Respondents Consider FuelEconomy Most Important When Purchasing a Vehicle on Twitter Bookmark Vehicle Technologies Office: Fact #777: April 29, 2013 For the Second Year in a Row, Survey Respondents Consider FuelEconomy Most Important When Purchasing a Vehicle on Google Bookmark Vehicle Technologies Office: Fact #777: April 29, 2013 For

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A thorium-based fuel cycle system can effectively burn the currently accumulated commercial used nuclear fuel and move to a sustainable equilibrium where the actinide levels in the high level waste are low enough to yield a radiotoxicity after 300 years lower than that of the equivalent uranium ore. The second step of the Westinghouse approach to solving the waste 'problem' has been completed. The thorium fuel cycle has indeed the potential of burning the legacy TRU and achieve the waste objective proposed. Initial evaluations have been started for the third step, development and selection of appropriate reactors. Indications are that the probability of show-stoppers is rather remote. It is, therefore, believed that development of the thorium cycle and associated technologies will provide a permanent solution to the waste management. Westinghouse is open to the widest collaboration to make this a reality. (authors)

Partnerships for the Hydrogen Economy Fact Sheet Partnerships for the Hydrogen Economy Fact Sheet "I am proposing $1.2 billion in research funding so that America can lead the world in developing clean, hydrogen powered automobiles" President George Bush, 2003 State of the Union Address, January 28, 2003 A growing number of countries have committed to accelerate the development of hydrogen and fuel cell technologies in order to improve their energy, environment and economic security. For example, those countries that have made commitments include: * The United States has committed $1.7 billion for the first five years of a long- term hydrogen infrastructure, fuel cells, and hybrid vehicle technologies development program. * The European Union has committed up to 2 billion Euros over five years to

FuelEconomy / Efficiency to someone by E-mail FuelEconomy / Efficiency to someone by E-mail Share Alternative Fuels Data Center: New York Laws and Incentives for FuelEconomy / Efficiency on Facebook Tweet about Alternative Fuels Data Center: New York Laws and Incentives for FuelEconomy / Efficiency on Twitter Bookmark Alternative Fuels Data Center: New York Laws and Incentives for FuelEconomy / Efficiency on Google Bookmark Alternative Fuels Data Center: New York Laws and Incentives for FuelEconomy / Efficiency on Delicious Rank Alternative Fuels Data Center: New York Laws and Incentives for FuelEconomy / Efficiency on Digg Find More places to share Alternative Fuels Data Center: New York Laws and Incentives for FuelEconomy / Efficiency on AddThis.com... More in this section... Federal State Advanced Search

and fuel cells) required for implementation of a hydrogen economy. Technical teams for each for a hydrogen economy will need to compete against an existing fuel infrastructure that is well understood Section 1: Analyzing Hydrogen Fuel Pathways..........................................5 Section 2

In the spring of 1991, a leading nuclear fuel manufacturing company in Japan, celebrated its 18th anniversary. Since 1973, the company has produced over 5000 metric ton of ceramic grade UO{sub 2} powder to supply to Japanese fabricators, without major accident/incident and especially with a successful safety record on UF{sub 6} handling. The company`s 18 years experience on nuclear fuel manufacturing reveals that key factors for the safe handling of UF{sub 6} are (1) installing adequate facilities, equipped with safety devices, (2) providing UF{sub 6} handling manuals and executing them strictly, and (3) repeating on and off the job training for operators. In this paper, equipment and the operation mode for UF{sub 6} processing at their facility are discussed.

A number of research and development (R and D) activities are planned at Los Alamos National Laboratory (LANL) in FY98 in support of the Department of Energy Office of Fissile Materials Disposition (DOE-MD). During the past few years, the ability to fabricate mixed oxide (MOX) nuclear fuel using surplus-weapons plutonium has been researched, and various experiments have been performed. This research effort will be continued in FY98 to support further development of the technology required for MOX fuel fabrication for reactor-based plutonium disposition. R and D activities for FY98 have been divided into four major areas: (1) feed qualification/supply, (2) fuel fabrication development, (3) analytical methods development, and (4) gallium removal. Feed qualification and supply activities encompass those associated with the production of both PuO{sub 2} and UO{sub 2} feed materials. Fuel fabrication development efforts include studies with a new UO{sub 2} feed material, alternate sources of PuO{sub 2}, and determining the effects of gallium on the sintering process. The intent of analytical methods development is to upgrade and improve several analytical measurement techniques in support of other R and D and test fuel fabrication tasks. Finally, the purpose of the gallium removal system activity is to develop and integrate a gallium removal system into the Pit Disassembly and Conversion Facility (PDCF) design and the Phase 2 Advanced Recovery and Integrated Extraction System (ARIES) demonstration line. These four activities will be coordinated and integrated appropriately so that they benefit the Fissile Materials Disposition Program. This plan describes the activities that will occur in FY98 and presents the schedule and milestones for these activities.

Where's the Hydrogen Economy? Where's the Hydrogen Economy? Jump to: navigation, search Tool Summary LAUNCH TOOL Name: Where's the Hydrogen Economy? Agency/Company /Organization: Canada Library of Parliament Focus Area: Fuels & Efficiency, Hydrogen Topics: Analysis Tools, Market Analysis Website: www2.parl.gc.ca/Content/LOP/ResearchPublications/2010-16-e.pdf Equivalent URI: cleanenergysolutions.org/content/wheres-hydrogen-economy Language: English Policies: Deployment Programs DeploymentPrograms: Technical Assistance This paper examines the state of the Canadian hydrogen and fuel cell industry and the general state of the global hydrogen economy, along with reasons why the hydrogen economy has not, thus far, lived up to expectations. How to Use This Tool This tool is most helpful when using these strategies:

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Program Management section of the Fuel Cell Technologies Office Multi-Year Research, Development, and Demonstration Plan; updated August 2012. This plan includes goals, objectives, technical targets, tasks, and schedules for the Office of Energy Efficiency and Renewable Energy's contribution to the DOE Hydrogen and Fuel Cells Program.

Program Benefits section of the Fuel Cell Technologies Office Multi-Year Research, Development, and Demonstration Plan; updated August 2012. This plan includes goals, objectives, technical targets, tasks, and schedules for the Office of Energy Efficiency and Renewable Energy's contribution to the DOE Hydrogen and Fuel Cells Program.

Abstract The growing concerns about global climate change, local pollution, and availability and security of energy supply have drawn the larger public attention, well outside the frontiers of the research community. A large debate has been considering the potential benefits of a hydrogen economy with low- or carbon-free primary energy sources. The attractive potential of hydrogen is countered by uncertainties about the development and the economics of the implied key enabling technologies, such as renewable energy sources, advanced production processes, fuel cells (FCs), novel storage technologies, safety, and a brand new or a substantially modified infrastructure. A paradigm shift to a hydrogen economy will surely require substantial research and development (R&D) breakthroughs on critical technologies with a lengthy transitional approach.

Growth in electricity demand is an average of 10% per year. Energy, emission, and economy are importance of critical concerns for generating systems. Therefore, combined cycle power plant is preferred to Electricity Generating Authority of Thailand (EGAT) new power generating capacity. The various option of available fuel for gas turbine are natural gas, liquid fuel and coal fuel. Particularly with the tremendous price increases in imported and domestic fuel supplies, natural gas is an attractive low cost alternative for power generation. EGAT has researched using heavy fuel instead of natural gas since the year 1991. The problems of various corrosion characteristics have been found. In addition, fuel treatment for gas turbine are needed, and along with it, the environmental consideration are options that provide the limitation of environmental regulation.

The project began under a corporative agreement between Mack Trucks, Inc and the Department of Energy starting from September 1, 2005. The major objective of the four year project is to demonstrate a 10% efficiency gain by operating a Volvo 13 Litre heavy-duty diesel engine at a constant or narrow speed and coupled to a continuously variable transmission. The simulation work on the Constant Speed Engine started on October 1st. The initial simulations are aimed to give a basic engine model for the VTEC vehicle simulations. Compressor and turbine maps are based upon existing maps and/or qualified, realistic estimations. The reference engine is a MD 13 US07 475 Hp. Phase I was completed in May 2006 which determined that an increase in fuel efficiency for the engine of 10.5% over the OICA cycle, and 8.2% over a road cycle was possible. The net increase in fuel efficiency would be 5% when coupled to a CVT and operated over simulated highway conditions. In Phase II an economic analysis was performed on the engine with turbocompound (TC) and a Continuously Variable Transmission (CVT). The system was analyzed to determine the payback time needed for the added cost of the TC and CVT system. The analysis was performed by considering two different production scenarios of 10,000 and 60,000 units annually. The cost estimate includes the turbocharger, the turbocompound unit, the interstage duct diffuser and installation details, the modifications necessary on the engine and the CVT. Even with the cheapest fuel and the lowest improvement, the pay back time is only slightly more than 12 months. A gear train is necessary between the engine crankshaft and turbocompound unit. This is considered to be relatively straight forward with no design problems.

Batteries and fuel cell research Sri Narayan worked for 20 years at NASA's Jet Propulsion California Los Angeles, CA 90089-1661 The USC Power Research Workshop, November 18, 2011 Batteries and Fuel Laboratory (JPL) where he led the fuel cell research activities for over 15 years and also headed

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This paper presents the results of econometric estimation of the ''rebound effect'' for household vehicle travel in the United States based on a comprehensive analysis of survey data collected by the U.S. Energy Information Administration (EIA) at approximately three-year intervals over a 15-year period. The rebound effect is defined as the percent change in vehicle travel for a percent change in fueleconomy. It summarizes the tendency to ''take back'' potential energy savings due to fueleconomy improvements in the form of increased vehicle travel. Separate vehicles use models were estimated for one-, two-, three-, four-, and five-vehicle households. The results are consistent with the consensus of recently published estimates based on national or state-level data, which show a long-run rebound effect of about +0.2 (a ten percent increase in fueleconomy, all else equal, would produce roughly a two percent increase in vehicle travel and an eight percent reduction in fuel use). The hypothesis that vehicle travel responds equally to changes in fuel cost-per-mile whether caused by changes in fueleconomy or fuel price per gallon could not be rejected. Recognizing the interdependency in survey data among miles of travel, fueleconomy and price paid for fuel for a particular vehicle turns out to be crucial to obtaining meaningful results.

A fuel cell converts the energy released when hydrogen and oxygen combine to produce water, directly into electricity and heat--without combustion and without moving parts. Fuel cells are inherently clean, highly efficient and reliable. The most attractive near-term application is commercial cogeneration followed by distributed power. A fleet of over 70 ONSI 200 kW cogeneration plants has demonstrated reliability and durability significantly better than mature conventional cogeneration equipment. The cities of Chicago and Vancouver will introduce small fleets of prototype commercial fuel cell buses over the next two years and Daimler-Benz launched a prototype fuel cell powered car in May 1996. The US and Japanese governments are providing commercialization support to accelerate the market introduction of near-term stationary systems and plant will achieve competitive costs by 1998/99. Commercial buses will become available in 1998 and cars are expected within the following decade.

Energy Economy Energy Economy Energy Economy January 6, 2014 The Clean Energy Economy in Three Charts Over the last five years, American inventors and investors have made significant progress in developing and deploying key clean energy technologies -- supported by Energy Department policies. December 3, 2013 Additional Funding & Financing Resources Want to know more about funding and financing for energy projects and businesses? Check out general resources at the Energy Department and other parts of the federal government. December 3, 2013 Funding & Financing for Energy Businesses Do you own or represent an energy business? Learn about funding and financing resources from the Energy Department and other U.S. government agencies. November 15, 2013 Energy Department Authorizes Additional Volume at Proposed Freeport LNG

Clean Cities 2012 Annual Metrics Report Johnson, C. 12/5/2013 Reports Clean Cities 2012 Annual Metrics Report Johnson, C. 12/5/2013 Reports National Renewable Energy Laboratory, Golden, Colorado The U.S. Department of Energy's (DOE) Clean Cities program advances the nation's economic, environmental, and energy security by supporting local actions to cut petroleum use in transportation. A national network of nearly 100 Clean Cities coalitions brings together stakeholders in the public and private sectors to deploy alternative and renewable fuels, idle-reduction measures, fueleconomy improvements, and new transportation technologies, as they emerge.Each year DOE asks Clean Cities coordinators to submit annual reports of their activities and accomplishments for the previous calendar year. Data and information are submitted via an online database that is maintained as part of the Alternative Fuels Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators submit a range of data that characterizes the membership, funding, projects, and activities of their coalitions. They also submit data about sales of alternative fuels, deployment of alternative fuel vehicles (AFVs) and hybrid electric vehicles (HEVs), idle-reduction initiatives, fueleconomy activities, and programs to reduce vehicle miles traveled (VMT). NREL analyzes the data and translates them into petroleum-use reduction impacts, which are summarized in this report.

Technical Plan - Delivery Technical Plan - Delivery Multi-Year Research, Development and Demonstration Plan Page 3.2 - 1 3.2 Hydrogen Delivery Delivery is an essential component of any future hydrogen infrastructure. It encompasses those processes needed to transport hydrogen from a central or semi-central production facility to the final point of use and those required to load the energy carrier directly onto a given fuel cell system. Successful commercialization of hydrogen-fueledfuel cell systems, including those used in vehicles, back-up power sources, and distributed power generators, will likely depend on a hydrogen delivery infrastructure that provides the same level of safety, convenience, and functionality as existing liquid and gaseous fossil

Broadcast Transcript: File this under "Statistics to the Rescue". Economy or ecology? Ecology or economy? Tough choice. Especially for China which is barreling recklessly ahead in its quest to become top consumer nation. A recent release from...

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

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Thailand's economy is one of the fastest growing in the world. Spectacular economic growth has brought a number of growing pains, energy being one of the many notables. Thailand's growth campaign has been fueled by oil, and as the economy shows little sign of slowing, energy use continues to grow. The government must balance a surging economy while scrambling to maintain sufficient energy supplies and infrastructure.

This document is a revision to WHC-SD-SNF-SD-002, and is issued to support the individual projects that make up the Spent Nuclear Fuel Project in the lower-tier functions, requirements, interfaces, and technical baseline items. It presents results of engineering analyses since Sept. 1994. The mission of the SNFP on the Hanford site is to provide safety, economic, environmentally sound management of Hanford SNF in a manner that stages it to final disposition. This particularly involves K Basin fuel, although other SNF is involved also.

The study assesses the efficiency of sugar-based ethanol production in Mauritius using the net energy balance and energy ratio. The findings indicate a positive net energy balance. For every one unit of fossil fuel used, the system returns more than six times in terms of renewable energy from ethanol. The fuel savings and other economic benefits which may be accrued to Mauritius are discussed. The sensitivity analysis shows that the fossil energy consumed in the production of fertilisers and in the transportation of feedstock to factory represents the main components which influence efficiency indicators. Greening the supply chain may enhance the efficiency and sustainability of bio-ethanol production systems. Green strategies may include the use of organic fertilisers, clean technology, and sustainable transportation and land use. The efficiency indicators can also be used to guide the CDM for sugar-based ethanol project.

Systems Analysis Systems Analysis Multi-Year Research, Development and Demonstration Plan Page 4 - 1 4.0 Systems Analysis The Fuel Cell Technologies Program (FCT Program) conducts a coordinated, comprehensive effort in modeling and analysis to clarify where hydrogen and fuel cells can be most effective from an economic, environmental, and energy security standpoint, as well as to guide RD&D priorities and set program goals. These activities support the FCT Program's decision- making process by evaluating technologies and pathways and determining technology gaps, risks, and benefits. The Systems Analysis sub-program works at all levels of the program, including technology analysis for specific sub-programs, policy and infrastructure analysis, and high-level implementation and

The concept leading to a hydrogen economy lay in the work of a Nazi engineer, Lawaceck, 1968. I heard his suggestion of cheaper transfer of energy in hydrogen through pipes at a dinner in that year. A paper was published with Appleby in 1972 which was the first published document concerning that title and involving the title of A Hydrogen Economy. The first meeting was in Cornell University in 1973. In 1974 T. Nejat Veziroglu organized the first big meeting on hydrogen (900 attendees). At this meeting I presented privately to Veziroglu the possibilities of a world development and he told me that he was ready to put his organizing ability to use in spreading the ideas worldwide. However, he not only proceeded to do this but he, also a professor at the University of Miami, contributed several papers of notes, particularly the one with Awad of 1974 about the cost of pollution. Gregory worked at the Gas Research Institute from 1971 and confirmed the expectations put down by Lawaceck. Veziroglu founded the International Journal of Hydrogen Energy in 1974. Research in hydrogen was relatively low cost and therefore was taken up most eagerly by those from the newer countries. The National Science Foundation awarded Texas A&M University in 1982 a five year support for hydrogen as a fuel with the condition that half the costs be borne by at least five industrial companies. I was appointed director of the research under the grant and chose to concentrate upon the decomposition of water by solar light via an electrochemical photo fuel cell. We were able to obtain considerable increases in efficiency of decomposition of water by solar light, and at the time the work was interrupted we had 9.6 percent efficiency for decomposition. S.U.M. Khan and R. Kainthla were the principal contributors to the theory of using light via electrochemical cells for this purpose. The Texas A&M University work on hydrogen was interrupted in 1989 by the arrival of claims that one of my former students had carried out electrolysis of deuterium oxide saying that an extra unexplained heat had been observed and he suggested this heat was nuclear in origin. Later, seeking to reduce the cost of hydrogen as a fuel I involved Sol Zaromb in discussions and we came across the idea that if one included a carbon dioxide molecule obtained by removing it from the atmosphere in the structure of methanolAT, no increase in global warming would occur from the use of methanol with that condition, (published in 2008). By this condition methanol took on the largest advantage of gaseous hydrogen: That it did not cause global warming. The estimated cost of the new (anti-global warming) fuel, methanolAT was less than $30/GJ. This estimated cost could be compared with the $48/GJ which is now being supported by a French Canadian group who published an attractive book with six pages of calculations of costs. The difference between the cost estimated by this group and the costs which have been assumed by hydrogen enthusiasts in earlier times was that they took into account the auxiliary expenses which would come with the use of hydrogen, in particular the storage at high pressure. The characteristics of the new methanol to cause no global warming put that aspect of it on an equal footing to the gaseous hydrogen. The CO2 which was an essential part of the structure of methanolAT was necessary to be created in a stream, rather than directly from the atmosphere, but it was easily shown that this could be done by the use of biomass and by carbonaceous wastes. A German team under Weiderman and Grob appeared in 2008 and proceeded to suggest some extensions of the ideas which had been undergoing publication for some time. The aim of the German work was to reduce costs of a compound which they called Methasyn. The present situation is that the claim of methanolAT as a world fuel to be used without any concerns of exhaustion or pollution depends on the commercial point of view of the costs being less than that of obtaining oil from the tar sands.

BA Political Economy Political Economy caters for students who wish to understand the political to offer such a programme. www.birmingham.ac.uk/polsis Department of Political Science and International.birmingham.ac.uk/international/ students/country Programme Structure First Year Required modules: Foundations of Politics; Introduction

The hydrogen economy emerged as a potential response to two major problems that mankind faces today, namely, its dependence on fossil fuels and the high level of pollution associated with the fossil fuel combusti...

Demand for petroleum products and natural gas in the US will move up again this year, stimulated by economic growth and falling prices. Economic growth, although slower than it was last year, will nevertheless remain strong. Worldwide petroleum supply will rise, suppressing oil prices. Natural gas prices are also expected to fall in response to the decline in oil prices and competitive pressure from other fuels. The paper discusses the economy, total energy consumption, energy sources, oil supply (including imports, stocks, refining, refining margins and prices), oil demand (motor gasoline, jet fuel, distillate fuel, residual fuel oil, and other petroleum products), natural gas demand, and natural gas supply.

Cities, an initiative of the U.S. Department of Energy designed to reduce petroleum con- sumption in the transportation sector by advancing the use of alternative fuel vehicles, idle reduction technologies, hybrid electric vehicles, fuel blends, and fueleconomy. National Partner Award Winners Clean Cities is built on public-private partnerships. And every year at this time we recognize the most outstanding of these partners. The 2005 National Partner Award winners were

Version 5A of the Integrated Market Penetration and Anticipated Cost of Transportation Technologies (IMPACTT5A) model is a spreadsheet-based set of algorithms that calculates the effects of advanced-technology vehicles on baseline fuel use and emissions. Outputs of this Argonne National Laboratory-developed model include estimates of (1) energy use and emissions attributable to conventional-technology vehicles under a baseline scenario and (2) energy use and emissions attributable to advanced- and conventional-technology vehicles under an alternative market-penetration scenario. Enhancements to IMPACIT made after its initial documentation in December 1994 have enabled it to deal with a wide range of fuel and propulsion system technologies included in Argonne's GREET model in a somewhat modified three-phased approach. Vehicle stocks are still projected in the largely unchanged STOCK module. Vehicle-miles traveled, fuel use, and oil displacement by advanced-technology vehicles are projected in an updated USAGE module. Now, both modules can incorporate vehicle efficiency and fuel share profiles consistent with those of the Partnership for a New Generation of Vehicles. Finally, fuel-cycle emissions of carbon monoxide, volatile organic compounds, nitrogen oxides, toxics, and greenhouse gases are computed in the EMISSIONS module via an interface with the GREET model that was developed specifically to perform such calculations. Because of this interface, results are now more broadly informative than were results from earlier versions of IMPACTT.

The Methanol Economy Project is based on the concept of replacing fossil fuels with methanol generated either from renewable resources or abundant natural (shale) gas. The full methanol cycle was investigated in this project, from production of methanol through bromination of methane, bireforming of methane to syngas, CO{sub 2} capture using supported amines, co-electrolysis of CO{sub 2} and water to formate and syngas, decomposition of formate to CO{sub 2} and H{sub 2}, and use of formic acid in a direct formic acid fuel cell. Each of these projects achieved milestones and provided new insights into their respective fields. ? Direct electrophilic bromination of methane to methyl bromide followed by hydrolysis to yield methanol was investigated on a wide variety of catalyst systems, but hydrolysis proved impractical for large-scale industrial application. ? Bireforming the correct ratio of methane, CO{sub 2}, and water on a NiO / MgO catalyst yielded the right proportion of H{sub 2}:CO (2:1) and proved to be stable for at least 250 hours of operation at 400 psi (28 atm). ? CO{sub 2} capture utilizing supported polyethyleneimines yielded a system capable of adsorbing CO{sub 2} from the air and release at nominal temperatures with negligible amine leaching. ? CO{sub 2} electrolysis to formate and syngas showed considerable increases in rate and selectivity by performing the reaction in a high pressure flow electrolyzer. ? Formic acid was shown to decompose selectively to CO{sub 2} and H{sub 2} using either Ru or Ir based homogeneous catalysts. ? Direct formic acid fuel cells were also investigated and showed higher than 40% voltage efficiency using reduced loadings of precious metals. A technoeconomic analysis was conducted to assess the viability of taking each of these processes to the industrial scale by applying the data gathered during the experiments to approximations based on currently used industrial processes. Several of these processes show significant promise for industrial scale up and use towards improving our nation’s energy independence.

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

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For many years, fuel cells have been considered a possible future means of electricity generation. Perhaps the most dramatic role visualized has been their use as a propulsion system for automobiles—a way of m...

This issue of Light-Duty Vehicle MPG and Market Shares Report: Model Year 1988 reports the estimated sales-weighted fueleconomies, sales, market shares, and other vehicle characteristics of automobiles and light trucks. The estimates are made on a make and model basis, from model year 1976 to model year 1988. Vehicle sales data are used as weighting factors in the sales-weighted estimation procedure. Thus, the estimates represent averages of the overall new vehicle fleet, reflecting the composition of the fleet. Highlights are provided on the trends in the vehicle characteristics from one model year to the next. Analyses are also made on the fueleconomy changes to determine the factors which caused the changes. The sales-weighted fueleconomy for the new car fleet in model year 1988 showed an improvement of 0.1 mpg from model year 1987, while light trucks showed a 0.2 mpg loss. The 0.2 mpg loss by the light trucks can be attributed to the fact that every light truck size class experienced either losses or no change in their fueleconomies from the previous model year, except for the large van size class. Overall, the sales-weighted fueleconomy of the entire light-duty vehicle fleet (automobiles and light trucks combined) has remained relatively stable since model year 1986. Domestic light-duty vehicles began to gain popularity over their import counterparts; and light trucks increased their market shares relative to automobiles. Domestic cars regained 0.3% of the automobile market, reversing the previous trend. Similar to the automobile market, domestic light trucks continued to gain popularity over their import counterparts, partly due to the increasing popularity of domestic small vans. 3 refs., 35 figs., 48 tabs.

Economic Development for a Growing Economy Tax Credit (Indiana) Economic Development for a Growing Economy Tax Credit (Indiana) Economic Development for a Growing Economy Tax Credit (Indiana) < Back Eligibility Commercial Agricultural Industrial Construction Retail Supplier Fuel Distributor Savings Category Alternative Fuel Vehicles Hydrogen & Fuel Cells Buying & Making Electricity Water Home Weatherization Solar Wind Program Info State Indiana Program Type Corporate Tax Incentive Provider Indiana Economic Development Corporation The Economic Development for a Growing Economy Tax Credit is awarded to businesses with projects that result in net new jobs. The tax credit must be a major factor in the company's decision to move forward with the project in Indiana. The refundable tax credit is calculated as a percentage of the expected increased tax withholdings generated from the new jobs. The

September 22, 2011 September 22, 2011 Brian Andrews is a former meter reader who now works with smart meter and intelligent grid projects. | Image courtesy of CenterPoint Energy. New Technologies Bring New Opportunities for Meter Reader Brian Andrews leveraged training programs to transition from being a meter reader at CenterPoint Energy in Houston, Texas to implementing the company's smart meter and intelligent electric grid projects. September 22, 2011 Recovery Act Energy Jobs Bring New Era of Opportunity Hundreds of thousands of people found work in the past few years thanks to Recovery Act and Energy Department programs designed to stimulate the economy while creating new power sources, conserving resources and aligning the nation to once again lead the global energy economy.

The Edison Materials Technology Center (EMTEC) solicited and funded hydrogen infrastructure related projects that have a near term potential for commercialization. The subject technology of each project is related to the US Department of Energy hydrogen economy goals as outlined in the multi-year plan titled, 'Hydrogen, Fuel Cells and Infrastructure Technologies Program Multi-Year Research, Development and Demonstration Plan.' Preference was given to cross cutting materials development projects that might lead to the establishment of manufacturing capability and job creation. The Edison Materials Technology Center (EMTEC) used the US Department of Energy hydrogen economy goals to find and fund projects with near term commercialization potential. An RFP process aligned with this plan required performance based objectives with go/no-go technology based milestones. Protocols established for this program consisted of a RFP solicitation process, white papers and proposals with peer technology and commercialization review (including DoE), EMTEC project negotiation and definition and DoE cost share approval. Our RFP approach specified proposals/projects for hydrogen production, hydrogen storage or hydrogen infrastructure processing which may include sensor, separator, compression, maintenance, or delivery technologies. EMTEC was especially alert for projects in the appropriate subject area that have cross cutting materials technology with near term manufacturing and commercialization opportunities.

and Technology in and Technology in the National Interest 60 Years of Excellence Lawrence Livermore National Laboratory FY 2012 Annual Report About the Cover: Lawrence Livermore National Laboratory (LLNL) engineers Chris Spadaccini (left) and Eric Duoss are shown experimenting with direct ink-writing to create micro- to macroscale structures with extreme precision. The Laboratory is advancing this process and other additive manufacturing technologies to develop new materials with extraordinary properties for use in a wide range of national-security and other applications. About the Laboratory: Lawrence Livermore National Laboratory was founded in 1952 to enhance the security of the United States by advancing nuclear weapons science and technology. With a talented and dedicated workforce and

economy" personal vehicles will be powered by either fuel cells or hydrogen fueled internal combustion in hydrogen fueling stations. An investigation focusing on the driver agents and how they drive the demand for hydrogen fuel was reported at the 2008 NHA Conference. In this report we shift the focus to the investor

Hydrogen is a clean fuel. When used in fuel cells, the Hydrogen is a clean fuel. When used in fuel cells, the only byproducts are water and heat. * Clean hydrogen technology has the potential to strengthen national economies and create high-quali- ty jobs in industries such as fuel cell manufacturing. * Hydrogen can be derived from renewable sources and is fully interchangeable with electricity - hydrogen can be used to generate electricity, while electricity can be used to produce hydrogen. * Over 100 years of safe production, transportation and use of hydrogen shows that it carries no more risk than natural gas or gasoline. * Hydrogen can be produced from diverse domestic sources and processes, freeing it from the political instabilities that affect the world's oil and gas supplies. * Fuel cells have more than double the energy-efficien-

This publication contains the 1994 survey results of the ``Annual Fuel Oil and Kerosene Sales Report`` (Form EIA-821). This is the sixth year that the survey data have appeared in a separate publication. Prior to the 1989 report, the statistics appeared in the Petroleum Marketing Annual (PMA)for reference year 1988 and the Petroleum Marketing Monthly (PMM) for reference years 1984 through 1987. The 1994 edition marks the 11th annual presentation of the results of the ongoing ``Annual Fuel Oil and Kerosene Sales Report`` survey. Distillate and residual fuel oil sales continued to move in opposite directions during 1994. Distillate sales rose for the third year in a row, due to a growing economy. Residual fuel oil sales, on the other hand, declined for the sixth year in a row, due to competitive natural gas prices, and a warmer heating season than in 1993. Distillate fuel oil sales increased 4.4 percent while residual fuel oil sales declined 1.6 percent. Kerosene sales decreased 1.4 percent in 1994.

This status report, fifth in a series of annual status reports from the U.S. Department of Energy's National Renewable Energy Laboratory (NREL), discusses the achievements and challenges of fuel cell propulsion for transit and summarizes the introduction of fuel cell transit buses in the United States. Progress this year includes an increase in the number of fuel cell electric buses (FCEBs), from 15 to 25, operating at eight transit agencies, as well as increased diversity of the fuel cell design options for transit buses. The report also provides an analysis of the combined results from fuel cell transit bus demonstrations evaluated by NREL with a focus on the most recent data through July 2011 including fuel cell power system reliability and durability; fueleconomy; roadcall; and hydrogen fueling results. These evaluations cover 22 of the 25 FCEBs currently operating.

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

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The Middle East will continue to play the dominant role of a petroleum supplier in the world oil market in the year 2000, according to business-as-usual forecasts published by the US Department of Energy. However, interesting trade patterns will emerge as a result of the democratization in the Soviet Union and Eastern Europe. US petroleum imports will increase from 46% in 1989 to 49% in 2000. A significantly higher level of US petroleum imports (principally products) will be coming from Japan, the Soviet Union, and Eastern Europe. Several regions, the Far East, Japan, Latin American, and Africa will import more petroleum. Much uncertainty remains about of the level future Soviet crude oil production. USSR net petroleum exports will decrease; however, the United States and Canada will receive some of their imports from the Soviet Union due to changes in the world trade patterns. The Soviet Union can avoid becoming a net petroleum importer as long as it (1) maintains enough crude oil production to meet its own consumption and (2) maintains its existing refining capacities. Eastern Europe will import approximately 50% of its crude oil from the Middle East.

For some time, people have envisioned an economy where the only source of energy was hydrogen. The idea may have originated in Jules...Mysterious Island....There, a shipwrecked engineer says that once they ran ou...

This analysis report presents the projected requirements for uranium concentrate and uranium enrichment services to fuel the nuclear power plants expected to be operating under three nuclear supply scenarios. Two of these scenarios, the Lower Reference and Upper Reference cases, apply to the United States, Canada, Europe, the Far East, and other countries with free market economies (FME countries). A No New Orders scenario is presented only for the United States. These nuclear supply scenarios are described in Commercial Nuclear Power 1990: Prospects for the United States and the World (DOE/EIA-0438(90)). This report contains an analysis of the sensitivities of the nuclear fuel cycle projections to different levels and types of projected nuclear capacity, different enrichment tails assays, higher and lower capacity factors, changes in nuclear fuel burnup levels, and other exogenous assumptions. The projections for the United States generally extend through the year 2020, and the FME projections, which include the United States, are provided through 2010. The report also presents annual projections of spent nuclear fuel discharges and inventories of spent fuel. Appendix D includes domestic spent fuel projections through the year 2030 for the Lower and Upper Reference cases and through 2040, the last year in which spent fuel is discharged, for the No New Orders case. These disaggregated projections are provided at the request of the Department of Energy's Office of Civilian Radioactive Waste Management.

Economic Development for a Growing Economy Tax Credit Program Economic Development for a Growing Economy Tax Credit Program (Illinois) Economic Development for a Growing Economy Tax Credit Program (Illinois) < Back Eligibility Agricultural Commercial Construction Industrial Utility Savings Category Alternative Fuel Vehicles Hydrogen & Fuel Cells Buying & Making Electricity Water Home Weatherization Solar Wind Program Info State Illinois Program Type Corporate Tax Incentive Provider Illinois Department of Commerce and Economic Opportunity The Economic Development for a Growing Economy Tax Credit Program encourages companies to remain, expand, or locate in Illinois. The program provides tax credits to qualifying companies equal to the amount of state income taxes withheld from salaries for newly created jobs. A company must

...wide range of fuels, including hydrogen, and are seen as a clean, high...an enabling technology for the hydrogen economy. Potential applications for fuel...applications (operating on pure hydrogen) or battery replacement (operating...

Energy crises in the latter part of the 20th century, as well as the current increase in the cost of oil, emphasize the need for alternate sources of energy in the United States. Concerns about climate change dictate that the source be clean and not contribute to global warming. Hydrogen has been identified as such a source for many years and the transition to a hydrogen economy was predicted to occur from the mid-1970s to 2000. This paper reports on the status of this transition in the year 2006. Instead of being a clean source of energy, most of the hydrogen produced in the US results from steam reforming of fossil fuels, releasing CO 2 and other pollutants to the atmosphere. Nuclear process heat is ideally suited for the production of hydrogen, either using electricity for electrolysis of water, or heat for thermochemical hydrogen production or reforming of fossil fuels. However, no new nuclear plants have been ordered or built in the United States since 1979, and it may be many years before high-temperature nuclear reactors are available for production of hydrogen. Considerable research and development efforts are focused on commercializing hydrogen-powered vehicles to lessen the dependence of the transportation sector on imported oil. However, the use of hydrogen fuel cell vehicles (FCV) in 2006 is two orders-of-magnitude less than what has been predicted. Although it makes little sense environmentally or economically, hydrogen is also used as fuel in internal combustion engines. Development of hydrogen economy will require a strong intervention by external forces.

1 RisÃ¸ Energy Report 3 Interest in the hydrogen economy has grown rapidly in recent years. Those by a large number of newcomers. The main reason for this surge of interest is that the hydrogen economy may. The follow- ing pages provide a critical examination of the hydrogen economy and its alternatives. The Report

Center to someone by E-mail Center to someone by E-mail Share Alternative Fuels Data Center on Facebook Tweet about Alternative Fuels Data Center on Twitter Bookmark Alternative Fuels Data Center on Google Bookmark Alternative Fuels Data Center on Delicious Rank Alternative Fuels Data Center on Digg Find More places to share Alternative Fuels Data Center on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Local Laws and Incentives There are a variety of local laws and incentives that support reducing U.S. petroleum consumption by encouraging or requiring individuals and/or public and private organizations to use alternative fuels, advanced vehicles, and strategies to decrease fuel use or increase fueleconomy. Local city and county governments create such laws and incentives to ensure people use

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

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Many observers are concerned that the growth of globalization will undermine and destroy national economies. For the past six years, Professor Suzanne Berger, the Raphael Dorman and Helen Starbuck Professor of Political ...

The crisis in shipping during the last years was synonymous with low demand for transport, low freight rates and high bunker prices. Sailing at speeds lower than the design speed reduces total fuel consumption resulting in bunker cost savings. Therefore, during the crisis slow steaming has been extensively exercised and some modern vessels were operating at half of their design speed. Given that fuel costs and emissions are directly proportional to one another (both being directly proportional to fuel used), it appears that reducing both could be a straightforward way towards a 'win-win' solution. Thus, this paper discusses the lessons learned by slow steaming providing the link between economy and the environment which is fundamental towards sustainability in shipping.

for the Hydrogen Economy As part of the State of South Carolina's Center for Economic Excellence for the Hydrogen Economy, the Department of Chemical Engineering in College of Engineering and Computing at the University and scientists engaged in fuel cell, hydrogen, and energy research. This chair will focus on major funded

Slides presented at the Fuel Cell Technologies Officer webinar "International Institute for Carbon-Neutral Energy Research (I2CNER): An International Collaboration to Enable a Carbon-Neutral Energy Economy" on March 7, 2011.

Experiments were conducted to design and evaluate a procedure for evaluating the fuel efficiency characteristics of crankcase lubricants using the driving cycles of the 1975 Federal Test Procedure and the Highway FuelEconomy Test. Most of the test protocol was based on guidelines proposed by the American Society for Testing and Materials. Three crankcase lubricants and five oil supplements, as well as a baseline lubricant, were used in eight 1980 model-year vehicles of identical make. The vehicles were operated at 75/sup 0/F (24/sup 0/C) in closely controlled chassis dynamometer tests designed to detect small changes in fuel efficiency. Results from these tests showed measurable increases in fueleconomy of 0 to 6% with the test lubricants when compared to a common SAE 30 grade oil. These results are not definitive because of lack of quantification of mileage accumulation effects. The test protocol did reduce measurement variability greatly; this procedure can be applied to evaluation of fuel-efficient oils using larger test fleets. A good potential exists for improving the fueleconomy of the US automotive fleet. Because of the large quantities of petroleum consumed in the automotive sector, this potential savings translates into conserving a very significant quantity of petroleum.

A HYDROGEN ECONOMY MATTVINCENTILLUSTRATION;JOERAEDLEGettyImages(photograph) Developing cleaner of hydrogen as a transportation fuel. Unfortunately, the commercializa- tion of electric vehicles has been- butionwillbecostly. High Hopes for 94 SCIENTIFIC AMERICAN Will motorists someday fill up their tanks with hydrogen

The Eastern Interconnection comprises six regions, each of which are modeled separately in this study: Florida Reliability Coordinating Council (FRCC), Southeast Electric Reliability Council (SERC), Reliability First Corporation (RFC), Southwest Power Pool (SPP), and United States portions of Midwest Reliability Organization (MRO) and Northeast Power Coordinating Council (NPCC). ... The linking of CV fuel efficiency standards with EV adoption rates does provide flexibility in meeting the standard and may also support development and adoption of EV technologies. ... using COPERT software: 167112 TJ of fossil fuel energy, 12213 kton of CO2 emission and 141 kton of CO, 20 kton of HC, 46 kton of NOx and 3 kton of PM. ...

A rather obvious but long-ignored fact is that the supplies of raw materials and fossil fuels such as coal, natural gas, and oil on our planet are limited. For decades, it was believed that these deposits were...

During the 1970s a concept grew up: one of the better ways to reduce the spread of pollutants from the burning of fossil fuels would be to replace these with hydrogen. Thoughts concerning this were expressed in t...

Renewable energies usually claim to be the alternative to oil. Renewable energies provide us with electricity, heat and fuels from biomass. Thus, these latter appear first as an energy alternative to oil. In f...

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

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Safety, Codes and Standards Safety, Codes and Standards Multi-Year Research, Development and Demonstration Plan Page 3.7 - 1 3.7 Hydrogen Safety, Codes and Standards The United States and many other countries have established laws and regulations that require commercial products and infrastructure to meet all applicable codes and standards to demonstrate that they are safe, perform as designed and are compatible with the systems in which they are used. Hydrogen and fuel cell technologies have a history of safe use with market deployment and commercialization underway. The Safety, Codes and Standards sub-program (SCS) facilitates deployment and commercialization of fuel cell and hydrogen technologies by developing information resources for their safe use. SCS relies on extensive input from automobile

The Fuels Technologies subprogram supports fuels and lubricants research and development (R&D) to provide vehicle users with cost-competitive options that enable high fueleconomy with low emissions, and contribute to petroleum displacement.

The Fuels Technologies subprogram supports fuels and lubricants research and development (R&D) to provide vehicle users with cost-competitive options that enable high fueleconomy with low emissions, and contribute to petroleum displacement.

The Fuel & Lubricant Technologies subprogram supports fuels and lubricants research and development (R&D) to provide vehicle users with cost-competitive options that enable high fueleconomy with low emissions, and contribute to petroleum displacement.

02 Date: January 5, 2011 02 Date: January 5, 2011 Title: Number of Cars Equivalent to 100 Metric Tons of Avoided Greenhouse Gases per Year Originator: Andrea Chew & Tien Nguyen Approved by: Sunita Satyapal Date: January 25, 2011 A conventional mid-size gasoline car emits 0.45 kg of greenhouse gases (GHG) per mile. 1 One hundred (100) metric tons (t) of GHG per year are equivalent to emissions from 17 conventional gasoline cars. Item: The GHG emissions cited above are from an analysis record prepared by the Department of Energy's Fuel Cell Technologies and Vehicle Technologies Programs on life-cycle emissions of greenhouse gases and petroleum use for several light-duty vehicles. 1 For cars that are between 1 and 5 years old, the average mileage is approximately 13,000,

The Road to Fuel Efficiency The Road to Fuel Efficiency INFOGRAPHIC: The Road to Fuel Efficiency November 27, 2012 - 11:01am Addthis This infographic takes a look at fueleconomy standards and how recent improvements in these standards will benefit consumers and the U.S. economy. | Infographic by Sarah Gerrity. This infographic takes a look at fueleconomy standards and how recent improvements in these standards will benefit consumers and the U.S. economy. | Infographic by Sarah Gerrity. Sarah Gerrity Sarah Gerrity Multimedia Editor, Office of Public Affairs The Obama Administration's new national fueleconomy standards for passenger vehicles will improve vehicle efficiency and save Americans money at the pump, all while reducing our dependence on foreign oil and growing

This presentation provides an overview of fueleconomy and emissions policy and its relationship with fuel research, development, and deployment (RD&D). Solutions explored include biofuels and increased engine efficiency.

Judith Valerio at one of our 31 single-cell test stands Fuel Cell Team The FC team focus is R&D on polymer electrolyte membrane (PEM) fuel cells for commercial and military applications. Our program has had ongoing funding in the area of polymer electrolyte fuel cells since 1977 and has been responsible for enabling breakthroughs in the areas of thin film electrodes and air bleed for CO tolerance. For more information on the history of fuel cell research at Los Alamos, please click here. Fuel cells are an important enabling technology for the Hydrogen Economy and have the potential to revolutionize the way we power the nation and the world. The FC team is exploring the potential of fuel cells as energy-efficient, clean, and fuel-flexible alternatives that will

Under the Alternative Motor Fuels Act (AMFA), vehicles that run on ethanol, methanol, or natural gas get extra credits in the calculation of Corporate Average FuelEconomy (CAFE). This paper uses hedonic techniques to examine the effect of production of alternative-fuel vehicles (AFVs) on the implicit price of fueleconomy. This study finds that, after \\{AFVs\\} came to market, the marginal value of fueleconomy from companies producing them decreased. This finding suggests that manufacturers who produced \\{AFVs\\} were willing to offer a lower price for fueleconomy, because automakers had an additional way to achieve fueleconomy standards beyond improving the fuel efficiency of conventional cars. These findings bolster the argument that a major role of the AMFA credit for \\{AFVs\\} is to allow automakers to increase their production of fuel-inefficient vehicles.

Biofuel Economy and Hydrogen Competition† ... Only with a reformed economic structure resembling a developed country, the biofuels and hydrogen economy can be realized in Taiwan. ... According to ref 3, biofuels can substitute up to 10% of the current petroleum consumption in the U.S. if its all corn-planted land was used for biofuel production. ...

One of the nuclear power options for the future involves the evolution of gas cooled reactors to support the likely high temperature operations needed for commercial scale hydrogen production. One such proposed option is to use a Gas Turbine Modular Helium Reactor fueled with uranium based TRISO (coated particle) fuel. It has also been suggested that such a MHR could be operated in a ''Deep Burn'' manner fueled with TRISO fuel produced from recycle spent nuclear fuel. This concept known as a DBMHR must withstand significant development and fuel fabrication cost to be economically viable. The purpose of this report is to consider and propose a strategy where synergy with a parallel MOX fuel to LWR program provides economic or other advantage for either or both programs. A strategy involving three phases has been envisioned with potential for economic benefit relative to a stand-alone TRISO/DBMHR program. Such a strategy and related timing will ultimately be driven by economics, but is offered here for consideration of value to the total AFCI program. Phase I Near-term. Conventional spent fuel aqueous processing, MOX fuel fabrication, and use of present and future LWR/ALWR's with objective of a ''Continuous Recycle'' mode of fuel cycle management. Phase II Intermediate. Augmentation of LWR/ALWR industry with MHR deployment as justified by hydrogen economy and/or electrical demand. Phase III Long-term. Introduction of DBMHR's to offer alternative method for transuranic destruction and associated repository benefits, in addition to Phase II benefits. The basic philosophy of this strategy appears sound. However, the details of the technology plans and economic evaluations should receive additional detail and evaluation in the next fiscal year as funding can support.

Since the industrial revolution began in the 18th century, fossil fuels in the form of coal, oil, and natural gas have powered the technology and transportation networks that drive society. But continuing to power the world from fossil fuels threatens our energy supply and puts enormous strains on the environment. The world's demand for energy is projected to double by 2050 in response to population growth and the industrialization of developing countries. The supply of fossil fuels is limited, with restrictive shortages of oil and gas projected to occur within our lifetimes (see the article by Paul Weisz in PHYSICS TODAY, July 2004, page 47). Global oil and gas reserves are concentrated in a few regions of the world, while demand is growing everywhere; as a result, a secure supply is increasingly difficult to assure. Moreover, the use of fossil fuels puts our own health at risk through the chemical and particulate pollution it creates. Carbon dioxide and other greenhouse gas emissions that are associated with global warming threaten the stability of Earth's climate.

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

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High neutron economy, on-power refuelling, and a simple bundle design provide a high degree of flexibility that enables CANDU (CANada Deuterium Uranium; registered trademark) reactors to be fuelled with a wide variety of fuel types. Near-term applications include the use of slightly enriched uranium (SEU), and recovered uranium (RU) from reprocessed spent Light Water Reactor (LWR) fuel. Plutonium and other actinides arising from various sources, including spent LWR fuel, can be accommodated, and weapons-origin plutonium could be destroyed by burning in CANDU. In the DUPIC fuel cycle, a dry processing method would convert spent Pressurized Water Reactor (PWR) fuel to CANDU fuel. The thorium cycle remains of strategic interest in CANDU to ensure long-term resource availability, and would be of specific interest to those countries possessing large thorium reserves, but limited uranium resources.

March 2, 2011 March 2, 2011 E. coli for Energy: Ginkgo BioWorks and the Entrepreneurial Mentorship Program Ginkgo BioWorks, a small business founded by five PhDs from MIT, who are working to re-engineer organisms like E. coli into something else. In this case, they want to use the bacteria to turn carbon dioxide into a liquid transportation fuel. February 28, 2011 Profiling 1366 Technologies: One Year Later February 27, 2011 How ARPA-e is "Winning the Future" February 16, 2011 New Mentor Program to Help Clean Energy Small Businesses The Department announced the launch of an "Entrepreneurial Mentor Corps" pilot program, which will connect clean energy startups with knowledgeable mentors. February 14, 2011 Secretary Chu Hosts FY 2012 Budget Briefing Secretary Chu hosted a media briefing on the Department's Fiscal Year 2012

4.5 MPG and Beyond: Fueling Energy-Efficient Vehicles 4.5 MPG and Beyond: Fueling Energy-Efficient Vehicles 54.5 MPG and Beyond: Fueling Energy-Efficient Vehicles November 27, 2012 - 11:08am Addthis This infographic looks how new fueleconomy standards will save Americans money at the pump, reduce our dependence on foreign oil and grow the U.S. economy. Click here to view the full infographic. | Infographic by Sarah Gerrity. This infographic looks how new fueleconomy standards will save Americans money at the pump, reduce our dependence on foreign oil and grow the U.S. economy. Click here to view the full infographic. | Infographic by Sarah Gerrity. This infographic looks how new fueleconomy standards will save Americans money at the pump, reduce our dependence on foreign oil and grow the U.S. economy. Click here to view the full infographic. | Infographic by Sarah Gerrity.

Fuel Cells at the Crossroads examines financial community and fuel cell industry views on the investment climate for the fuel cell industry. It also explores the investment history of the US fuel cell industry and projects potential future job creation. The scope of the study included the transportation, stationary power generation and portable sectors. Interviews were conducted with industry and financial experts. The results of the interviews provide a snapshot of industry perspective just prior to President Bush's endorsement of a hydrogen economy in his 2003 State of the Union address. In April 2003, we conducted a spot check to test whether the State of the Union address had changed opinions. We found little change among the financial and investment communities, but some guarded new optimism among industry leaders. The general outlook of our sample was cautiously hopeful. There is no question, however, that the current climate is one of great uncertainty, particularly when compared with the enthusiasm that existed just a few years ago. Among other things: (1) Respondents generally believed that the energy industry will undergo profound change over the next few decades, resulting in some form of hydrogen economy. They acknowledged, however, that huge technology and cost hurdles must be overcome to achieve a hydrogen economy. (2) Respondents were worried about the future of the industry, including timeframes for market development, foreign competition, technical problems, and the current poor investment environment. (3) Respondents generally believed that the US federal government must provide strong leadership to ensure American leadership in the fuel cell industry. They believe that governments in Europe and Japan are highly committed to fuel cells, thus providing European and Japanese companies with significant advantages. (4) Respondents frequently mentioned several areas of concern, including the situation in Iraq, the increased commitment to fuel cells in Europe, and recent actions by Toyota and Honda.

A Boost for Hydropower (and the Economy) A Boost for Hydropower (and the Economy) A Boost for Hydropower (and the Economy) September 20, 2010 - 5:29pm Addthis The 91-year old Cheoah Dam in Robbinsville, North Carolina. The 91-year old Cheoah Dam in Robbinsville, North Carolina. Jacques Beaudry-Losique Director, Wind & Water Program There are approximately 2,400 hydropower dams in the U.S., many of which have not undergone a significant upgrade in decades. These older dams present a great opportunity to expand clean energy across the country, allowing us to rapidly increase generation capacity through the installation of new high-efficiency equipment. I recently got a firsthand look at one such effort when I helped kick off a project to modernize the 91-year old Cheoah Dam in Robbinsville, North

The bibliography contains citations concerning compositions, applications and performance of additives in fuels. Evaluations and environmental testing of additives in automotive, diesel, and boiler fuels are discussed. Additive effects on air pollution control, combustion stability, fueleconomy and fuel storage are presented. Aviation fuel additives are covered in a separate bibliography. (Contains 50-250 citations and includes a subject term index and title list.) (Copyright NERAC, Inc. 1995)

The bibliography contains citations concerning compositions, applications and performance of additives in fuels. Evaluations and environmental testing of additives in automotive, diesel, and boiler fuels are discussed. Additive effects on air pollution control, combustion stability, fueleconomy and fuel storage are presented. Aviation fuel additives are covered in a separate bibliography. (Contains a minimum of 231 citations and includes a subject term index and title list.)

Lithium Economy: Will It Get the Electric Traction? ... In the battle for alternative fuels for a decarbonized transportation sector, electricity has a definite edge. ... However, at the large scales of extraction required for transforming the automobile scene, the production facilities could pose severe challenges to the environment in terms of water table and fresh water supplies as well as the fallout of the extraction on the flora and fauna in the neighborhood. ...

Oregon Agriculture and the Economy: An Update Oregon State University Extension Service Rural Analyst Department of Agricultural and Resource Economics Oregon State University #12;Contents ...........................................................................................................................................12 Agricultural Support Services, Wholesale Trade, Transportation and Warehousing, Retail Trade

The change in fuel price and availability (1970-80) has had a profound impact on the way and the extent of travel. Within the decade there were two precipitous increases in fuel price among a posture of steadily rising energy costs. In response to these price increases, a number of public policies were enacted. For instance, the 55-mph speed limit was imposed in 1974. At the end of that same year, the Federal Energy Administration and the Energy Policy and Conservation Act (EPCA) were formulated to prescribe certain conservation guidelines for states to follow in formulating their own programs. Specifically, EPCA established a program for the development of plans designed for the promotion of energy conservation and a reduction of the energy demand growth rate. Parallel to the conservation measures are technological improvements in vehicle fuel consumption. EPCA mandated that automobile manufacturers achieve fuel efficiency incrementally through 1985 to reach an average fueleconomy of 27.5 mpg. This article reviews the historical impact of these factors from 1970 through 1980. Its objective is to observe the relative significance of each of these energy-saving alternatives on the growth rate of travel and fuel use. This historical perspective is particularly interesting since it presents the before-and-after effects of two ''crises'' occurring during this 10-year period. 1 figure, 10 tables.

Partnership Partnership for the Hydrogen Economy (IPHE) U.S. Department of Energy Why Hydrogen? It's abundant, clean, efficient, and can be derived from diverse domestic resources. . Distributed Generation Transportation Biomass Hydro Wind Solar Geothermal Coal Nuclear Natural Gas Oil With Carbon Sequestration HIGH EFFICIENCY & RELIABILITY ZERO/NEAR ZERO EMISSIONS 3 President Bush Launches the Hydrogen Fuel Initiative "Tonight I am proposing $1.2 billion in research funding .... "With a new national commitment, our scientists and engineers will overcome obstacles to taking these cars from laboratory to showroom so that the first car driven by a child born today could be powered by hydrogen, and pollution-free. President George W. Bush 2003 State of the Union Address January 28, 2003

Hydrogen has been proposed as an alternative transportation fuel that could reduce energy consumption and eliminate tailpipe emissions when used in fuel cell vehicles (FCVs). To investigate the potential effects of hydrogen vehicles on California’s economy over the next two decades, we employed the modified Costs for Advanced Vehicles and Energy (CAVE) model and a California-specific computable general equilibrium model. Results indicate that, even in the aggressive scenario, hydrogen cars can only account for a minor fraction of the on-road fleet through 2030. Although new sales could drop sharply, conventional gasoline cars and carryover pre-2010 vehicles are still expected to dominate the on-road vehicle stock and consume the majority of transportation energy through 2030. Transportation energy consumption could decline dramatically, mainly because of the fueleconomy advantage of \\{FCVs\\} over conventional cars. Both moderate and aggressive hydrogen scenarios are estimated to have a slightly negative influence on California’s economy. However, the negative economic impacts could be lessened as the market for hydrogen and \\{FCVs\\} builds up. Based on the economic optimization model, both hydrogen scenarios would have a negative economic impact on California’s oil refining sector and, as expected, a positive impact on the other directly related sectors that contribute to either hydrogen production or FCV manufacturing.

E85 Fuel Use Incentive E85 Fuel Use Incentive to someone by E-mail Share Alternative Fuels Data Center: E85 Fuel Use Incentive on Facebook Tweet about Alternative Fuels Data Center: E85 Fuel Use Incentive on Twitter Bookmark Alternative Fuels Data Center: E85 Fuel Use Incentive on Google Bookmark Alternative Fuels Data Center: E85 Fuel Use Incentive on Delicious Rank Alternative Fuels Data Center: E85 Fuel Use Incentive on Digg Find More places to share Alternative Fuels Data Center: E85 Fuel Use Incentive on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type E85 Fuel Use Incentive A political subdivision that purchases E85 for use in flexible fuel vehicles (FFVs) may be entitled to a monthly incentive payment of $33.33 for each FFV owned by the political subdivision for fewer than five years.

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

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they are not comprehensive nor are they the most current set.
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Within a year the changes in fuels will push fuel prices upward. ... Although some people debate the necessity for, or the amount of price increases for, alternate fuels, there seems little doubt that whatever emerges at the gas pump will cost more. ...

The pressure on the automotive industry to improve fueleconomy has already resulted in major developments in power train technology, as well as highlighting the need to treat the vehicle as a total system. In addition emissions legislation has resulted in further integration of the total vehicle engineering requirement. This volume discusses subject of fuel efficiency in the context of vehicle performance. The contents include: energy and the vehicle; the interaction of fueleconomy and emission control in Europe-a literature study; comparison of a turbocharger to a supercharger on a spark ignited engine; knock protection - future fuel and engines; the unomatic transmission; passenger car diesel engines charged by different systems for improved fueleconomy.

West Virginia Incentives and Laws West Virginia Incentives and Laws The following is a list of expired, repealed, and archived incentives, laws, regulations, funding opportunities, or other initiatives related to alternative fuels and vehicles, advanced technologies, or air quality. Alternative Fuels Studies Archived: 04/01/2012 The Joint Committee on Government and Finance (Committee) must conduct two separate studies related to alternative fuels. The first study must focus on the impact of alternative fuels on West Virginia's economy, specifically the use of alternative fuels in transportation. This report must include input from state agencies and private industry. The second study must investigate the environmental benefits and economic impact of renewable energy utilization, including the use of biofuels in vehicles, and the

January 7, 2010 January 7, 2010 Kansas Business Rebuilds Greener After Destruction After 95 percent of Greensburg, Kan., was leveled by a tornado, a major dealership rebuilds to achieve energy savings of nearly 50 percent over similar structures built to code. January 5, 2010 Maine Company Growing with Weatherization Work Maine's BIOSAFE Environmental Services expands into weatherization, assisting low-income families with their services and creating jobs as business grows. December 9, 2009 Weatherization Fueling Iowa Job Opportunities A community action agency usually weatherizes 91 homes each year in four counties -- which they expect to rise to about 650 with the help of federal stimulus money -- creating jobs for laid-off manufacturing workers. December 4, 2009 Business on Track with Focus on Energy Efficiency

as the world economy is growing? The research teams identified three main pillars for deep decarbonisation avoid dangerous climate change and achieve sustainable development. The report, produced by the Deep Decarbonisation Pathways Project which is overseen by the UN Sustainable Development Network, describes the joint

August 4, 2011 August 4, 2011 This 10-watt alternative LED bulb (which glows white when turned on) could save the nation about 35 terawatt-hours of electricity or $3.9 billion in one year and avoid 20 million metric tons of carbon emissions if every 60-watt incandescent bulb in the U.S. was replaced with the L Prize winner. | Photo Courtesy of Philips Lighting North America A Winning Light Bulb With the Potential to Save the Nation Billions Thomas Edison would be amazed. The conventional light bulb is getting some serious competition from a 10-watt LED bulb -- the first winner of the Energy Department's L prize. August 1, 2011 2009 Energy Expenditure Per Person July 29, 2011 President Barack Obama delivers remarks on fuel efficiency standards for 2017-2025 model year cars and light-duty trucks during an event at the Washington Convention Center in Washington, D.C., July 29, 2011. Seated behind the President are at left are auto industry executives and Transportation Secretary Ray LaHood. (Official White House Photo by Samantha Appleton)

Sample records for year fuel economy from the National Library of Energy Beta (NLEBeta)

Note: This page contains sample records for the topic "year fuel economy" from the National Library of EnergyBeta (NLEBeta).
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they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.

of its existence.With the development of the industrial revolution,massive increases in fossil-fuel use absolutely necessary for human existence (Costanza et al.1997,De Groot et al.2002), fossil-fuel use hasArticles The functioning of natural ecosystems and the health of the human economy have been

Abstract This review summarizes the background and recent status of the fuel cell electric bus (FCEB) demonstration projects in North America and Europe. Key performance metrics include accumulated miles, availability, fueleconomy, fuel cost, roadcalls, and hydrogen fueling. The state-of-the-art technology used in today's fuel cell bus is highlighted. Existing hydrogen infrastructure for refueling is described. The article also presents the challenges encountered in these projects, the experiences learned, as well as current and future performance targets.

Large quantities of weapon grade (WG) plutonium have been accumulated in the nuclear warheads. Plutonium and heavy water moderator can give a good combination with respect to neutron economy. TRISO type fuel can withstand very high fuel burn up levels. The paper investigates the prospects of utilization of TRISO fuel made of WG-plutonium in CANDU reactors. Three different fuel compositions have been investigated: (1): 90% ThC + 10% PuC, (2): 70% ThC + 30% PuC and (3): 50% ThC + 50% PuC. The temporal variation of the criticality k? and the burn-up values of the reactor have been calculated by full power operation up to 17 years. Calculated startup criticalities for these fuel modes are k?,0 = 1.6403, 1.7228 and 1.7662, respectively. Attainable burn up values and reactor operation times without new fuel charge will be 94 700, 265 000 and 425 000 MW.D/MT and along with continuous operation periods of ?3.5, 10 and 17 years, respectively, for the corresponding modes. These high burn ups would reduce fuel fabrication costs and nuclear waste mass for final disposal per unit energy drastically.

. The development of fuel cells is considered to be an integral part of a sustainable `hydrogen economy', in whichFuel Cells for a Sustainable Future? Jane Powell, Michael Peters, Alan Ruddell and Jim Halliday March 2004 Tyndall Centre for Climate Change Research Working Paper 50 #12;Fuel Cells for a Sustainable

The Economic, Energy, and GHG Emissions Impacts of Proposed 2017Â­2025 Vehicle FuelEconomy of the Marine Biology Laboratory (MBL) at Woods Hole, and by short- and long-term visitors to the Program-2025 Vehicle FuelEconomy Standards in the United States Valerie J. Karplus* and Sergey Paltsev* Abstract